^'ik^<;^i;'5^'>";'-'n:;;^:M'r,^''v;; 


m^ 


iiiii 

filiWillillllHillilli; 


EXPLANATIONS  AND  SATLTNCt  DIRECTIONS 


TO   ACCOMI'ANV   TlIM 


WIND  AND  CURRENT  CHARTS, 


AT' I' ROVED    r.Y 


COMMODOIIE  CHAllLES  MORRIS, 

CHIEF   OP   THE    BUREAU   OF   OEDNANCE   AND    II  if  D  R  O  G  R  A  I'll  Y ; 


/      . 


AND  PUBLISHED  BY  AUTHORITY  OF 

HON.    J.    C.    DOBBIN, 

SECRETARY   OF   THE   NAVY. 


BY 

M.  F.  MAURY,  LL.I).,  LIEUT.  U.  S.N., 
'I 

SUPERINTENDENT    OF    THE    NATIONAL   OR SER V A TO R Y . 


SIXTH    EDITION— ENLARGED    AND    IMPROVED. 


PHILADELPHIA: 
E.  C.  AND  J.  BIDDLE,  No.  G  So.  FIFTH   STREET, 

l8r,4. 


"tvS 


THE  AVIND  AND  CURRENT  CHARTS. 


The  great  demand  for  these  Charts  among  seamen,  and  the  interest  whieh  they  have  cxeited  among 
philosophers,  make  it  proper  tliat  I  sliould  give  a  more  detailed  account  than  I  have  yet  given  as  to  the 
origin  and  progress  of  the  work,  the  objects  it  has  in  view,  and  the  prospects  of  success. 

This  seems  to  be  the  more  proper,  because  I  hope,  by  giving  such  an  account,  to  impress  seafaring 
men  and  others,  who  have  it  in  their  power  to  facilitate  the  work,  with  the  importance  of  the  undertaking. 

And  to  show  the  importance  of  the  imdertaking,  it  may  be  as  well  to  quote  what  one  of  the  most 
profound  of  philosophers  has  said  with  regard  to  the  subject-matter  in  hand : — 

"  In  the  present  condition  of  the  surface  of  our  planet,"  says  Baron  Humboldt,  the  most  celebrated 
traveller  of  the  age,  "the  area  of  the  solid  is  to  that  of  the  fluid  parts  as  1  to  21  (according  to  Rigaud,  as 
100  to  270).  The  islands  form  scarcely  n'^  of  the  continental  masses,  which  are  so  unequally  divided 
that  they  consist  of  three  times  more  land  in  the  northern  than  in  the  southern  hemisphere ;  the  latter 
being,  therefore,  pre-eminently  oceanic.  From  40°  south  latitude,  to  the  antarctic  pole,  the  Earth  is 
almost  entirely  covered  with  water.  The  fluid  element  predominates  in  like  manner  between  the  eastern 
shores  of  the  old,  and  the  western  shores  of  the  new  continent,  being  only  interspersed  with  some  few 
insular  groups.  The  learned  hydrographer,  Fleurieu,  has  very  justly  named  this  vast  oceanic  basin  which, 
under  the  tropics,  extends  over  14:5°  of  longitude,  the  Great  Ocean,  in  contradistinction  to  all  other  seas. 
The  southern  and  western  hemispheres  (reckoning  the  latter  from  the  meridian  of  Teneriffe)  are, 
therefore,  more  rich  in  water  than  any  other  region  of  the  whole  earth. 

"These  are  the  main  points  involved  in  the  consideration  of  the  relative  quantity  of  land  and  sen, 
a  relation  which  exercises  so  important  an  influence  on  the  distribution  of  temperature,  the  variation  in 
atmospheric  pressure,  the  direction  of  the  winds,  and  the  quantity  of  moisture  contained  in  the  air,  Avith 
which  the  development  of  vegetation  is  so  essentially  connected.  When  we  consider  that  nearly  three- 
fourths  of  the  upper  surface  of  our  planet  are  covered  with  water,  we  shall  be  less  surprised  at  the 
imperfect  condition  of  meteorology  before  the  beginning  of  the  present  century ;  since  it  is  only  during 
the  subsequent  period  that  numerous  accurate  observations  on  the  temperature  of  the  sea  at  different 
latitudes,  and  at  different  seasons,  have  been  made  and  numerically  compared  together." — Humholdt^s 
Cosmos. 

"  I  beg  yoi;  to  express  to  Lieut.  Maury,  the  author  of  the  beautiful  Charts  of  the  Winds  and  Currents, 
i:ircparcd  with  so   much  care  and  profound  learning,  my  hearty  gratitude  and  esteem.     It  is  a  great 


4  THE  WIND  AND  CURRENT  CHARTS. 

undertaking,  equally  im|)ortaiit  to  the  practical  navigator  and  for  the  advance  of  meteorology  in  general. 
It  lias  been  viewed  in  this  light  in  Germany  by  all  persons  who  have  a  taste  for  physical  geography.  In 
an  analogous  way,  anything  of  isothermal  countries  (countries  of  equal  annual  temperature)  has  for  the 
first  time  become  really  fruitful,  since  Dove  has  taught  us  the  isotherms  of  the  several  months  chiefly  on 
the  land ;  since  two-thirds  of  the  atmosphere  rest  upon  the  sea,  Maury's  work  is  so  much  the  more  welcome 
and  valualjlc,  because  it  includes  at  the  same  time  the  oceanic  currents,  the  course  of  the  winds,  and  the 
temperature.  How  remarkable  are  the  relations  of  temperatures,  in  Sheet  Uo.  2,  South  Atlantic,  east  and 
west  of  longitude  -iO;  liow  much  would  this  department  of  meteorology  gain  if  it  were  filled  up  according 
to  Maury's  proposition  in  Commodore  Lewis  "Warrington's  Log-Book.  The  shortening  of  the  voyage 
from  the  United  States  to  the  equator,  is  a  beautiful  result  of  this  undertaking.  The  bountiful  manner 
in  which  these  Charts  are  distributed  raises  our  expectations  still  higher." — Baron  Yon  Humholdt  to  Dr. 
Fl'df/el,  U.  S.  Consul,  Lcfpsic. 

It  is  not  for  the  benefit  of  navigation  alone  that  seamen  are  invited  to  make  observations  and  collect 
materials  for  the  Wind  and  Current  Charts;  other  great  interests  besides  those  of  commerce  have  their 
orif^in  in  the  ocean  or  the  air;  and,  wathout  doubt,  these  interests  are  to  be  benefited  by  a  better  know- 
ledge than  we  now  have  of  the  laws  which  govern  the  circulation  of  the  atmosphere,  and  regulate  the 
movements  of  the  aqueous  portions  of  our  planet. 

The  agricultural  capacities  of  any  place  are  as  dependent  upon  the  hygrometrical  as  upon  the 
therinometrical  condition  of  the  atmosphere.     This  is  obvious,  and  of  easy  illustration : — 

Each  kind  of  plant  requires  for  its  most  perfect  development  a  certain  degree  of  moisture,  and  the 
winds  which  liring  it  that  moisture  can  only  get  it  from  the  sea  ov  other  evaporating  surfaces. 

It  is  often  argued  because  wine  and  olives,  or  other  staples,  are  produced  upon  a  given  parallel  of 
latitude  that  therefore  they  should  be  produced  upon  the  same  parallel  wherever  the  proper  soil  is  to 

be  found. 

Whereas,  the  consideration  as  to  the  route  which  the  winds  from  the  ocean  have  to  pursue  in  order 
to  reach  the  situation  of  the  supposed  parallel,  has  much  to  do  with  the  case. 

Viro-inia  and  California  are  between  the  same  parallels,  yet  how  difi'erent  their  agricultural  resources, 
the  character  and  the  flavor  of  their  fruits ;  all  owing,  not  so  much  to  difference  of  soil  as  to  the  ^vay  the 
winds  blow,  the  quantity  of  moisture  they  bring  with  them,  the  ];)roportion  of  clouds  and  sunshine  allotted 

to  each  place. 

The  system  of  researches  embraced  by  the  Wind  and  Current  Charts,  therefore,  it  would  appear, 
concern  the  philosopher  and  the  husbandman,  as  well  as  the  mariner,  the  merchant,  and  the  statesman. 

A  wider  field,  or  one  more  rich  with  promise,  has  never  engaged  the  attention  of  the  philosopher. 
Thou"-h  much  trodden  and  often  frequented,  it  has  never  been  explored,  if  we  take  exploration  to  mean 
the  collecting  and  grouping  all  those  phenomena  which  mariners  observe  in  relation  to  the  ocean  and  the 
air  above  it,  with  the  view  of  tracing,  in  the  true  spirit  of  inductive  philosophy,  fact  into  effect,  and 
effect  up  to  cause. 


TIIK    FIKLU    OK    KKSKAKCIl.  O 

The  mariner,  therefore,  shonlil  bear  it  always  in  mind  wlicu  lie  is  makin,L,'  and  reeonling  ont  upon 
the  wide  ocean  an  oliservation  in  connection  with  these  Cliarts,  that  upon  the  lidelity  with  which  that 
observation  and  the  record  of  it  arc  made,  depends  the  ability  here  to  read  aright  the  workings  of  those 
physical  agents  that  arc  employed  in  the  grand  scheme  of  creation,  to  produce  those  results  which  are  the 
subject  of  observation  with  liiin. 

The  wind  and  rain;  the  vapor  and  the  cloud;  the  tide,  the  current,  the  saltness  and  dci)tli,  and  tern- 
l)eraturc  and  color  of  the  sea;  the  shade  of  the  sky  ;  the  temperature  of  the  air;  the  tint  and  shape  (jf  the 
clouds  ;  the  height  of  the  tree  on  the  shore,  the  size  of  the  leaves,  the  brilliancy  of  the  flowers ;— each 
ami  all  may  be  regarded  as  the  exponent  of  certain  physical  combinations,  and,  therefore,  as  the  cxin-cssion 
in  which  Nature  chooses  to  announce  her  own  meaning;  or  if  we  please,  as  the  language  in  wdiich  she 
writes  down  the  operation  of  her  own  laws.  To  iinderstand  that  language,  and  to  interpret  aright  those 
laws,  is  the  object  of  the  undertaking  which  those  who  co-operate  with  me  have  in  hand.  No  fact  gathered 
in  such  a  field  as  this,  therefore,  can  come  amiss  to  those  who  tread  the  walks  of  inductive  jihilosophy ;  for 
in  the  handbook  of  Nature,  every  such  fact  is  a  syllable ;  and  it  is  by  patientl^^  collecting  fact  after  fact,  and 
by  joining  together  syllable  after  syllable,  that  we  may  finally  seek  to  read  aright  from  the  great  volume 
which  the  mariner  at  sea  and  the  philosopher  on  the  mountain  see  spread  out  before  them. 

Dr.  Buist,  a  learned  and  eminent  savont  of  India,  has  drawn  a  beautiful  picture  of  the  field  in  which 
navigators  are  so  earnestly  invited  to  labor  and  lend  their  help. 

In  the  report  cm  the  afiairs  of  the  "  Bombay  Geographical  Society,"  presented  by  the  Secretary  at  the 
annual  meeting,  in  May,  ISoO,  the  Doctor  remarks  :  "  The  Assistant  Secretary  of  your  Society,*  Mr.  ]\[ac- 
farlane,  has  made  considerable  progress  in  the  construction  of  Wind  and  Current  Charts,  founded  on  the 
information  supplied  by  ships'  logs,  and  on  the  principle  of  Lieutenant  ]\[aury.  It  is  more  than  probable 
that,  besides  the  currents  occasioned  by  the  trade-winds,  monsoons,  and  set  of  the  tides,  we  have  a  group  of 
movements  intermingled  with  those  dependent  mainly  on  evaporation.  When  it  is  remembered  that  on 
the  western  shore  of  the  Arabian  Sea,  including  in  this  the  Red  Sea  and  Persian  Gulf,  from  the  line  north- 
ward, we  have  an  expanse  of  coast  of  not  less  than  6,000  miles,  and  a  stretch  of  country  of  jn'obably  not 
less  than  100  miles  inland  from  this,  where  the  average  fall  of  rain  does  not  amount  to  four  inches  annu- 
all}',  where  not  one-half  of  this  ever  reaches  the  sea,  and  where,  to  the  best  of  our  knowledge,  the 
evaporation  over  the  ocean  averages  at  least  a  tpiarter  of  an  inch  daily,  all  the  year  round,  or  close  on 
eight  feet  annually,  some  idea  of  the  enormous  abstraction  of  water  in  the  shape  of  vapor  may  be  formed. 
On  the  assumption  that  this  extends  no  further,  on  an  average,  than  50  miles  out  to  sea,  we  shall  have  no 
less  than  39  cubic  miles  of  water  raised  annually  in  vapor  from  the  northern  and  northwestern  side  of  the 
basin,  which  must  be  supplied  from  the  open  ocean  on  the  south  or  the  rain  on  the  east.  The  fall  of  rains 
on  the  western  side  of  the  ridge  of  the  mountain  chain,  froni  Capo  Comorin  to  Cutch,  averages  pretty 
nearly  180  inches  annually,  and  of  this,  at  least   160  is  carried  off  to  the  sea  ;  that  on  the   Concan  to  70 


*    ]'tdc  Transactions  Dombay  Gcograijhicul  Society,  Vol.  IS..  I80O,  p.  80,  el  acq. 


b  THE  WIND  AND  CURRENT  CHARTS. 

inches,  of  which  ju-obably  30  tlow  oft'  to  the  oceau ;  or  betwixt  the  two,  over  an  area  of  twenty  miles  from 
the  sea-shore  to  the  gliauts,  and  about  1,200  miles  from  the  north  to  the  south,  or  an  area  of  24,000  square 
miles  in  all,  we  shall  probably  have  an  average  discharge  of  nine  feet,  or  close  on  forty  cubic  miles  of 
water — an  amount  sufficient,  were  it  not  diffused,  to  raise  the  sea  on  our  shores  three  feet  high,  over  an 
area  of  72,000  S(]uarc  miles. 

"The  w^aters  of  the  oceau  cover  nearly  three-fourths  of  the  surface  of  the  globe  ;  and  of  the  thirty- 
eight  millions  of  miles  of  dry  land  in  existence,  twenty-eight  millions  belong  to  the  northern  hemisphere. 
The  mean  depth  of  the  ocean  is  somewhere  about  ibur  miles— the  greatest  depth  the  sounding-line  has 
ever  reached  is  five  and  a  quarter  miles.*     The  mean  elevation  of  the  land,  again,  is  about  one  thousand 
feet — the  highest  point  known  to  us,  is  nearly  as  much  above  the  level  of  the  sea,  as  the  great  depth  that 
lias  been  measured,  is  below  it.     The  atmosphere,  again,  surrounds  the  earth  like  a  vast  envelop ;  its 
depth,  by  reason  of  the  tenuity  attained  by  it,  as  the  superincumbent  pressure  is  withdrawn,  is  unknown 
to  us — but  is  guessed  at  somewhere  betwixt  fifty  and  five  hundred  miles.     Its  weight,  and  its  constituent 
elements,  have  been  determined  with  the  utmost  accuracy.     The  weight  of  the  mass  is  equal  to  that  of  a 
solid  globe  of  lead  sixty  miles  in  diameter.     Its  principal  elements  are  oxygen  and  nitrogen  gases,  with  a 
vast  quantity  of  water  suspended  in  them  in  the  shape  of  vapor,  and  commingled  with  these  a  quantity  of 
carbon  in  the  shape  of  fixed  air,  equal  to  restore  from  its  mass  many  fold  the  coal  that  now  exists  in  the 
world.     In  common  with  all  substances,  the  ocean  and  the  air  are  increased  in  bulk,  and  consequently 
diminished  in  weight,  by  heat ;  like  all  fluids,  they  are  mobile,  tending  to  extend  themselves  equally  in  all 
directions,  and  to  fill  up  depressions  in  whatever  vacant  space  will  admit  them  ;  hence,  in  these  respects, 
the  resemblance  betwixt  their  movements.     Water  is  not  compressible  or  elastic,  and  it  may  be  solidified 
into  ice  or  vaporized  into  steam  ;  the  air  is  elastic — it  may  be  condensed  to  any  extent  hj  pressure,  or 
expanded  to  an  indefinite  degree  of  tenuity  by  pressure  being  removed  from  it — it  is  not  liable  to  undergo 
any  change  in  its  constitution  beyond  these,  by  any  of  the  ordinary  influences  by  which  it  is  aifected. 
These  facts  are  few  and  simple  enough — let  us  see  what  results  arise  from  them.    As  the  constant  expo- 
sure of  the  equatorial  regions  of  the  Earth  to  the  Sun  must  necessarily  here  engender  a  vast  amount  of 
heat — and  as  his  absence  from  the  polar  regions  must  in  like  manner  promote  an  infinite  accumulation 
of  cold — to  fit  the  entire  Earth  for  a  habitation  to  similar  races  of  beings,  a  constant  interchange  and 
communion,  betwixt  the  heat  of  the  one  and  the   cold  of  the  other,  must  be  carried  on.     The  ease  and 
simplicity  wth  which  this  is  effected,  sur^^asses  all  description.     The  air,  heated  near  the  equator  by  the 
overpowering  influences  of  the  Sun,  is  expanded  and  lightened ;  it  ascends  into  upper  space,  leavino^  a 
partial  vacuum  at  the  surface  to  be  supplied  from  the  regions  adjoining.     Two  currents  from  the  poles 
towards  the  equator  are  thus  established  at  the  surface,  while  the  sublimated  air,  diffusing  itself  by  its 
mobility,  flows  in  the  upper  regions  of  space  from  the  equator  towards  the  poles.     Two  vast  whirlpools  are 


*  Lieutenant  Wiilsh,  U.  S.  N.,  while  co-opo;;ating,  in  the  U.  S.  scliooucr  Tunoy,  witli  mc,  iu  these  researches,  reports  a  sounding  in 
the  North  Atlantic  of  CJ  miles  (5,700  fathoms),  without  bottom,— M. 


TFIK    FIKLn    OV    KESEARCU.  7 

thus  established,  coustantly  carrying  away  the  heat  from  tlie  torrid  towards  the  icy  regions,  and  these 
becoming  cold  by  contact  with  the  ice,  carry  back  their  gelid  freight  to  refresh  the  torrid  zone.  Did  the 
Earth,  as  was  long  believed,  stand  still  while  the  Sun  circled  around  it,  we  should  have  had  two  sets  of 
meridional  currents  blowing  at  the  surfoce  of  the  Earth,  directly  from  north  and  south,  towards  the 
equator,  in  the  ui^per  regions  flowing  back  again  to  the  place  whence  they  came.  On  the  other  hand, 
were  the  heating  and  cooling  influences  just  referred  to  to  cease,  and  the  Earth  to  fail  in  impressing  its 
own  motion  on  the  atmosphere,  we  should  have  a  furious  hurricane  rushing  round  the  globe,  at  the  rate 
of  1,000  miles  an  hour, — tornadoes  of  ten  times  the  speed  of  the  most  violent  now  known  to  us,  sweeping 
everj'thing  before  them.  A  combination  of  the  two  influences,  modified  by  the  friction  of  the  Earth, 
which  tends  to  draw  the  air  after  it,  gives  us  the  trade-winds,  which  sweep  rouiid  the  equatorial  region  of 
the  globe  unceasingly,  at  the  speed  of  from  ten  to  twenty  miles  an  hour,  the  aerial  current,  quitting  the 
polar  regions  with  the  comparatively  tardy  speed,  from  east  to  west,  imposed  on  it  by  the  velocity  due 
to  the  70th  parallel,  is  left  behind  the  globe,  and  deflected  into  an  oblique  current,  as  it  advances  south- 
ward, till,  meeting  the  current  from  the  opposite  pole  near  the  equator,  the  two  combine  and  form  the 
vast  stream  known  as  the  trades — separated  in  two,  where  the  air  ascends  by  the  belt  of  variable  winds 
and  rains.  Impressed  with  the  motion  of  the  air,  constantly  sweeping  its  surface  in  one  direction,  and 
obeying  the  same  laws  of  motion,  the  great  sea  itself  would  be  excited  into  currents  similar  to  those  of  the 
air,  were  it  not  walled  in  by  continents,  and  subjected  to  other  control.  As  it  is,  there  are  constant  cur- 
rents flowing  from  the  torrid  towards  the  frigid  zone,  to  supply  the  vast  mass  of  vapor  there  drained  ofl'; 
while  other  whirljjools  and  currents,  such  as  the  gigantic  Gulf  Stream,  come  to  perform  their  part  in  the 
same  stupendous  drama.  The  current  just  named,  sweeps  from  the  Cape  of  Good  Hope,  across  the  South 
Atlantic,  to  the  Gulf  of  Mexico,  and  by  the  Straits  of  the  Bahamas.  Here  it  turns  to  the  eastward  again, 
travelling  along  the  coast  of  America  at  the  rate  of  from  forty  to  a  hundred  miles  a  day.  It  now  stands 
once  more  across  the  Atlantic,  and  divides  itself  into  two  branches;  one  finds  its  way  into  the  northern 
sea,  warming  the  adjoining  waters  as  it  advances,  and  turning  back,  most  likely  to  form  a  second  great 
whirlpool,  rejoining  the  original  stream  near  Newfoundland.  The  main  branch  seeks  the  northern  shores 
of  Europe,  and,  sweeping  along  the  coast  of  Spain  and  Portugal,  travels  southward  by  the  Azores  to 
rejoin  the  main  whirlpool.  The  waters  of  this  vast  ocean  river  are,  to  the  north  of  the  tropic,  greatly 
warmer  than  those  around;  the  climate  of  every  countr}'  it  approaches  is  improved  by  it,  and  the 
Laplander  is  enabled  by  its  means  to  live  and  cultivate  his  barley,  in  a  latitude  which,  everywhere  else 
throughout  the  world,  is  condemned  to  perpetual  sterility.  Bnt  there  are  other  laws  which  the  great  sea 
obeys,  which  peculiarly  adapt  it  as  the  vehicle  of  interchange  of  heat  and  cold  betwixt  those  regions 
where  either  exists  in  excess.  Water  which  contracts  regularly  from  the  boiling  point  downwards,  at  a 
temperature  of  iO°,  has  reached  its  maximum  of  density,  and  thence  begins  to  grow  lighter  and  expand. 
But  for  this  most  beneficent  provision,  the  vast  recesses  of  the  Northern  Ocean  would  be  continually 
occupied  with  a  fluid  at  the  freezing  point,  which  the  least  access  of  cold  would  convert  into  one  solid 
mass  of  ice.     The  non-conducting  power  of  water,  which  at  present  acts  so  valuable  a  part  in  the  general 


8  THE   WIND   ANP   CURRENT    CHARTS. 

economy,  so  far  from  Ijeing  a  blessing  would  bo  a  curse.  No  warmth  could  ever  penetrate  to  thaw  the 
foundations  of  the  frozen  mass — no  water  find  its  way  to  float  it  from  its  foundations ;  so  that,  like  the 
everlasting  hills  themselves,  rooted  immovable  in  its  place,  every  year  adding  to  its  mass,  the  solid 
structure  would  continually  advance  to  the  southward,  hermetically  sealing  the  polar  ocean,  thus  con- 
demned to  utter  desolation,  and  encroaching  on  the  North  Sea  itself  Under  existing  circumstances,  so 
soon  as  water  is  cooled  dovm  to  40°,  it  sinks  to  the  bottom,  and,  still  eight  degrees  warmer  than  ice,  it 
attacks  the  basis  and  saps  the  foundations  of  the  icebergs — themselves  gigantic  glaciers,  which  have  fallen 
from  the  mountains  into  the  sea,  or  which  have  grown  to  their  present  size  in  the  shelter  of  bays  and 
estuaries,  and  by  accumulations  from  above.  Once  forced  from  their  anchorage,  the  first  storm  that  arises 
drifts  them  to  sea,  where  the  beautiful  law  which  renders  ice  lighter  than  the  warmest  water  enables  it  to 
float — and  drifts  southward  a  vast  magazine  of  cold  to  cool  the  tepid  water  which  bears  it  along — the 
evaporation  at  the  equator  causing  a  deficit,  the  melting  and  accumulation  of  the  ice  in  the  frigid  zone 
giving  rise  to  an  excess  of  accumulation,  -which  tends,  along  with  the  action  of  the  air  and  other  causes,  to 
institute  and  maintain  the  transporting  current.  These  stupendous  masses,  wliieh  have  been  seen  at  sea 
in  the  form  of  church  spires,  and  gothic  towers,  and  minarets,  rising  to  the  height  of  from  300  to  600  feet, 
and  extending  over  an  area  of  not  less  than  six  square  miles,  the  masses  above  water  being  only  one-tenth 
of  the  Avhole,  are  often  to  be  found  within  the  trojiics.  A  striking  fact  dependent  on  this  general  law,  has 
just  been  brought  to  light;  there  is  a  line  extending  from  pole  to  pole,  at  or  under  the  surface  of  the 
ocean,  where  an  invariable  temperature  of  39.5  is  maintained.  The  depth  of  this  varies  with  the  latitude; 
at  the  equator  it  is  7,200  feet — at  latitude  56°  it  ascends  to  the  surface,  the  temperature  of  the  sea  being 
here  uniform  throughout.  North  and  south  of  this  the  cold  water  is  uppermost,  and  at  latitude  70°  the 
line  of  uniform  temperature  descends  to  4,500.  But  these,  though  amongst  the  most  regular  and  magnifi- 
cent, are  but  a  small  number  of  the  contrivances  by  which  the  vast  and  beneficent  ends  of  nature  are 
brought  about.  Ascent  from  the  surface  of  the  Earth,  produces  the  same  change  in  point  of  climate,  as 
an  approach  to  the  poles ;  even  under  the  torrid  zone,  mountains  reach  the  line  of  perpetual  congelatioa 
at  nearly  a  third  less  altitude  than  the  extreme  elevation  which  they  sometimes  attain.  At  the  poles  snow 
is  perpetual  at  the  ground,  and  at  the  difierent  intervening  latitudes,  reaches  some  intermediate  point  of 
congelation,  betwixt  one  and  20,000  feet.  In  America,  from  the  line  south  to  the  tropics,  as  also,  as  there 
is  now  every  reason  to  believe,  in  Africa,  within  similar  latitudes,  vast  ridges  of  mountains,  covered  with 
perpetual  snow,  run  northward  and  southward  in  the  line  of  the  meridian  right  across  the  path  of  the 
trade-winds.  A  similar  ridge,  though  of  less  magnificent  dimensions,  traverses  tire  peninsula  of  Hin- 
doostan,  increasing  in  altitude  as  it  approaches  the  line — attaining  an  elevation  of  8,500  feet  at  Dodabetta, 
and  above  6,000  in  Ceylon.  The  Alps  in  Europe,  and  the  gigantic  chain  of  the  Himalayas  in  Asia,  both 
far  south  in  the  temperate  zone,  stretch  from  east  to  west,  and  intercept  the  aerial  current  from  the 
north.  Others  of  lesser  note,  in  the  equatorial  or  meridional,  or  some  intermediate  direction,  cross  the 
paths  of  the  atmospherical  currents  in  every  direction,  imparting  to  them  fresh  supplies  of  cold,  as  they 
themselves  obtain  from  tliom  warmth  in  exchange;  in  strictness,  the  two  operations  are  the  same.     Mag- 


TIIK    FIEtJ)   OF   RESEAKCII.  9 

iiificcnt  aud  stupendous  as  are  the  effects  and  results  of  the  water  and  of  air  acting  independently,  on  each 
other,  in  equalizing  the  temperature  of  the  globe,  they  are  still  more  so  when  combined.  One  cubic  inch 
of  water,  when  invested  with  a  sufficiency  of  heat,  will  form  one  cubic  foot  of  steam — the  water  before  its 
evaporation,  and  the  vapor  which  it  forms,  being  exactly  of  the  same  temperature ;  though  in  reality,  in 
the  process  of  conversion,  1,700  degrees  of  heat  have  been  absorbed  or  carried  away  from  the  vicinage, 
and  rendered  latent  or  imperceptible;  this  heat  is  returned  in  a  sensible  and  perceptible  form  the  moment 
the  vapor  is  converted  once  more  into  water.  The  general  fact  is  the  same  in  the  case  of  vapor  cai'ried 
off  by  dry  air,  at  any  temperature  that  may  be  imagined,  for  down  for  below  the  freezing  point,  evapo- 
ration proceeds  uninterruptedly,  or  raised  into  steam  by  artificial  means.  The  air,  heated  and  dried  as 
it  sweeps  over  the  arid  surface  of  the  soil,  drinks  up  by  day  myriads  of  tons  of  moisture  from  the  sea — 
as  much  indeed  as  would,  were  no  moisture  restored  to  it,  depress  its  whole  surface  at  the  rate  of  four  feet 
annually  over  the  surface  of  the  globe.  The  quantity  of  heat  thus  converted  from  a  sensible  or  percept- 
ible, to  an  insensible  or  latent  state,  is  almost  incredible.  The  action  equally  goes  on,  and  with  the  like 
results,  over  the  surface  of  the  earth,  as  over  that  of  the  sea,  where  there  is  moisture  to  be  withdrawn. 
But  night,  and  the  seasons  of  the  year,  come  around,  and  the  surplus  temperature  thus  withdrawn  and 
stored  away,  at  the  time  it  might  have  proved  superfluous  or  inconvenient,  is  reserved,  and  rendered 
back  so  soon  as  it  is  required ;  and  the  cold  of  night,  and  the  rigor  of  winter,  are  modified  by  the  heat 
given  out  at  the  point  of  condensation,  by  dew,  rain,  hail,  and  snow. 

"There  are,  however,  cases  in  which,  were  the  process  of  evaporation  to  go  on  without  iuturrui)tion 
and  without  limit,  that  order  and  regularity  might  be  disturbed  which  it  is  the  great  object  of  the  Creator 
apparently  for  an  indefinite  time  to  maintain,  aud  in  the  arrangements  for  equalizing  temperature  the 
equilibrium  of  saltness  be  distm-bed  in  certain  portions  of  the  sea,  and  that  of  moisture  under  ground  in 
the  warmer  regions  of  the  earth.  To  prevent  this,  checks  and  counterpoises  interpose  just  as  their  services 
come  to  be  required.  It  could  scarcely  be  imagined  that,  in  such  of  our  inland  seas  as  were  connected  by 
a  narrow  strait  with  the  ocean,  and  were  thus  cut  off  from  free  access  to  its  waters,  the  supply  of  fresh 
water  which  pours  into  them  from  the  rivers  around  would  exactly  supply  the  amount  carried  away  by 
evaporation.  Salt  never  rises  in  steam,  and  it  is  the  pure  element  alone  that  is  drawn  off.  "We  have  m 
such  cases  as  the  Black  and  Baltic  Seas  au  excess  of  supply  over  what  is  required,  the  surplus  in  the 
latter  case  flowing  off  through  the  Dardanelles,  in  the  former  through  the  Great  and  Little  Belts.  The 
vapor  withdrawn  from  the  Mediterranean  exceeds  by  about  a  thii'd  the  whole  amount  of  fresh  water 
poured  into  it ;  the  difiei'ence  is  made  up  by  a  current  through  the  Straits  of  Gibraltar  in  the  latter ;  and  a 
similar  arrangement,  modified  by  circumstances,  must  exist  in  all  cases  where  circumstances  are  similar — 
the  supply  of  water  rushing  through  the  strait  from  the  open  ocean  being  in  exact  proportion  to  the 
difference  betwixt  that  provided  from  rain  or  by  rivers,  and  that  required  by  the  afflux  of  vapor ;  seas 
wholly  isolated,  such  as  the  Caspian  and  the  Dead  Sea,  attain  in  course  of  time  a  state  of  perfect  equili- 
brium— thcii'  surface  becoming  lowered  in  level  and  diminished  in  area,  till  it  becomes  exactly  of  the 
proper  size  to  yield  in  vapor  the  whole  waters  poured  in.  The  Dead  Sea,  before  attaining  this  condition 
o 


10  THE  WIND  AND  CURRENT  CUARTS. 

of  repose,  Las  sunk  tliirtccu  ImiKlrod  feet  Lelow  the  Meditcrraueaii,  the  Caspian  ahowt  one-fourth  of  this. 
Lakes  originally  salt,  and  which  to  all  appearance  are  no  more  than  fragments  severed  from  the  sea  by  the 
earthquake  or  volcano,  and  which  have  no  river  or  rain  supplies  whatever,  in  process  of  time  dry  up  and 
become  a  mass  of  rock  salt  in  their  former  basin.  Such  is  the  formation  iu  progress  in  the  lake  near 
Tadjurra,  nearly  five  hundred  feet  below  the  level  of  the  sea,  its  waters  having  been  thus  much  depressed 
by  evaporation,  having  now  almost  altogether  vanished,  one  mass  of  salt  remaining  in  their  room.  As  it 
is  clear  in  a  case  such  as  that  of  the  Mediterranean,  that  where  salt  water  to  a  large  extent  was  poured  iu 
and  fresh  water  only  was  drawn  off,  a  constant  concentration  of  brine  must  occur,  the  proposition  was  laid 
down  by  the  most  distinguished  of  our  geologists,  and  long  held  unrpiestionable,  that  huge  accumulations 
of  salt,  in  masses  larger  than  all  that  Cheshire  contains,  were  being  formed  in  its  depths.  The  doctrine, 
eminently  improbable  in  itself,  is  now  met  by  the  discovery  of  an  outward  under-current,  in  all  likelihood 
of  brine.  It  is  matter  of  easy  demonstration  that,  without  some  such  arrangement  as  this,  the  Red  Sea 
must  long  ere  now  have  been  converted  into  one  mass  of  salt,  its  upper  waters  at  all  events  being  known 
.  in  reality  to  differ  at  present  but  little  in  saltness  from  those  of  the  Southern  Ocean.  The  Red  Sea  forms 
an  excellent  illustration  of  all  kindred  cases.  Here  we  have  salt  water  flowing  in  perpetually  through  the 
Straits  of  Babelmandeb,  to  furnish  the  supplies  for  a  mass  of  vapor  calculated,  were  the  strait  shut  up,  to 
lower  the  whole  surface  of  the  sea  eight  feet  annually — and  even  with  the  open  strait,  to  add  to  its  con- 
tents a  proportionate  quantity  of  salt.  But  an  under-current  of  brine,  which,  from  its  gravity,  seeks  the 
bottom,  flows  out  again  to  mingle  with  the  waters  of  the  great  Arabian  Sea,  where,  swept  along  by  currents, 
and  raised  to  the  surface  by  tides  and  shoals,  it  is  mingled  by  the  waves  through  the  other  waters,  which 
yearly  receive  the  enormous  monsoon  torrents,  the  Concan  and  the  Ghaut's  supply,  become  diluted  to  the 
proper  strength  of  sea  water,  and  rendered  uniform  in  their  constitution,  by  the  agitation  of  the  storms 
which  then  prevail.  Flowing  back  again  from  the  coasts  of  India,  where  they  are  now  in  excess,  to  those 
of  Africa,  where  they  suffer  from  perpetual  drainage,  the  same  round  of  operations  go  on  continually ;  and 
the  sea,  with  all  its  estuaries  and  its  inlets,  retains  the  same  limit,  and  nearly  the  same  constitution,  for 
unnumbered  ages.  A  like  check  prevents  on  shore  the  extreme  heating  and  desiccation  from  which  the 
ground  would  otherwise  suffer.  The  Earth  is  a  bad  conductor  of  heat ;  the  rays  of  the  Sun  which  enter 
its  surface,  and  raise  the  temperature  to  100  or  150°,  scarcely  penetrate  a  foot  into  the  ground;  a  few  feet 
down,  the  warmth  of  the  ground  is  nearly  the  same  night  and  day.  The  moisture  which  is  there  preserved 
free  from  the  influence  of  currents  of  air,  is  never  raised  into  vapor;  so  soon  as  the  upper  stratum  of  earth 
becomes  thoroughly  dried,  capillary  action,  by  means  of  which  all  excess  of  water  was  withdrawn,  ceases ; 
and  even  under  the  heats  of  the  tropics,  the  soil  two  feet  down  will  be  found  on  the  approach  of  the  rains 
sufBciently  moist  for  the  nourishment  of  plants.  The  splendid  flowers  and  vigorous  foliage  which  burst 
forth  in  May,  when  the  parched  soil  would  lead  us  to  look  for  nothing  but  sterility,  need  in  no  Avay  sur- 
prise us;  fountains  of  water,  boundless  in  extent  and  limited  in  depth  by  the  thickness  of  the  soil  which 
contains  tliem,  have  been  set  aside  and  sealed  up  for  their  use,  beyond  the  reach  of  those  thirsty  winds  or 
burning  rays  which  are  suffered  only  to  carry  otf  the  water  which  is  superfluous,  and  would  be  pernicious, 


TITK    FIEr.T)    OF    RESEARrH.  11 

removing  it  to  other  lauds,  wlierc  its  agency  is  required,  or  treasuring  it  up  in  the  erystal  vault  of  the 
firmament,  as  the  material  of  clouds  and  dew — and  the  source,  when  the  fitting  season  comes  round  again, 
of  those  deluges  of  rain  which  provide  for  the  wants  of  the  year. 

"Such  arc  some  of  the  examples  which  may  be  supplied  of  general  laws  operating  over  nearly  the 
whole  surface  of  the  terraqueous  globe.  Amongst  the  local  provisions  ancillary  to  these,  are  the  monsoons 
of  India  and  the  land  and  sea-breezes  prevalent  throughout  the  tropical  coasts.  "When  a  promontoiy  sucli 
as  that  of  India  intrudes  into  the  region  of  the  trade-winds,  the  continuous  Avestern  current  is  interrupted, 
and  in  its  room  appear  alternating  currents  from  the  northeast  and  southwest,  which  change  their  direction 
as  the  Sun  passes  the  latitude  of  the  place.  On  the  Malabar  coast,  as  the  Sun  approaches  from  the  south- 
Avard,  clouds  and  variable  winds  attend  him,  and  his  transit  northward  is  in  a  week  or  ten  days  followed 
by  that  furious  burst  of  thunder  and  tempest  which  heralds  the  rainy  season.  His  southward  transit  is 
less  distinctly  marked;  it  is  the  sign  of  approaching  fair  weather,  and  is  also  attended  by  thunder  and 
storm.  The  alternating  land  and  sea-breezes  are  occasioned  by  the  alternate  heating  and  cooling  of  the 
soil,  the  temperature  of  the  sea  remaining  nearly  uniform.  At  present,  when  most  powerfully  felt,  the 
earth  by  noon  will  often  be  fuund  to  have  attained  a  temperature  of  120°,  while  the  sea  rarely  rises  above 
80°.*  The  air,  heated  and  expanded,  of  course  ascends,  and  draws  i'rom  tlio  sea  a  fresh  supply  to  fill  its 
7-oom;  the  current  thus  generated  constitutes  the  breeze.  During  the  night  the  earth  often  sinks  to  a 
temperature  of  50°  or  G0°,  cooling  the  conterminous  air,  and  condensing  in  the  form  of  dew,  the  moisture 
floating  around.  The  sea  is  now  from  15°  to  20°  warmer  than  the  earth — the  greatest  difference  between 
the  two  existing  at  sunrise;  and  in  then  rushes  the  air,  and  draws  otY  a  current  from  the  shore. 

"  We  have  not  noticed  the  tides,  which,  obedient  to  the  Sun  and  Moon,  daily  convey  two  vast  masses 
of  water  round  the  globe,  and  which  twice  a  month,  rising  to  an  unusual  height,  visit  elevations  which 
otherwise  are  dry.  During  one-half  of  the  year  the  highest  tides  visit  us  by  day,  the  other  half  by  night, 
and  at  Bombay,  at  Springs,  the  depths  of  the  two  differ  by  two  or  three  feet  from  each  other.  The  tides 
simply  rise  and  fall,  in  the  open  ocean,  to  an  elevation  of  two  or  three  feet  in  all ;  along  our  shores,  and  up 
gulfs  and  estuaries,  they  sweep  with  the  violence  of  a  torrent,  having  a  general  range  of  ten  or  twelve 
feet — sometimes,  as  at  Fundy  in  America,  at  Brest  and  Milford  Haven  in  Europe,  to  a  height  of  froua 
forty  to  sixty  feet.  They  sweep  our  shores  from  filth  and  purify  our  rivers  and  inlets,  affording  to  the 
residents  of  our  islands  and  continents  the  benefits  of  a  bi-diurnal  ablution,  and  giving  a  health  and  fresh- 
ness and  purity  Avherever  they  appear.  Obediout  to  the  iulluence  of  bodies  many  millions  of  miles  re- 
moved from  them,  their  subjection  is  not  the  less  complete;  the  vast  volume  of  water  capable  of  crushing 
by  its  weight  the  most  stupendous  barriers  that  can  be  opposed  to  it,  and  bearing  on  its  bosom  the  navies 
of  the  world,  impetuously  rushing  against  our  shores,  gently  stops  at  a  given  line,  and  flows  back  again 
to  its  place  when  the  word  goes  forth:  'Thus  far  shalt  thou  go,  and  no  farther;'  and  that  which  no  human 
power  or  contrivance  could  have  repelled,  returns  at  its  appointed  time  so  regularly  and  surely,  that  the 


*  The  tempcratuve  of  certain  parts  of  the  Indian  Ocean— the  liottest  sea  in  the  world — is  "JO". — M. 


12  THE  WIND  AND  CURRENT  CHARTS. 

hour  of  its  approaeb,  ami  measure  of  its  mass,  may  be  predicted  with  unerring  certainty  centuries  before- 
hand. The  luirricanes  which  whirl  with  such  fearful  violence  over  the  surface,  raising  the  waters  of  the 
sea  to  enormous  elevations,  and  submerging  coasts  and  islands,  attended  as  they  are  by  the  fearful  attri- 
butes of  thunder  and  deluges  of  rain — seem  requisite  to  deflagrate  the  noxious  gases  which  have  accumu- 
lated— to  commingle  in  one  healthful  mass  the  polluted  elements  of  the  air,  and  restore  it  fitted  for  the 
ends  designed  for  it.  It  is  with  tlie  ordinary,  not  with  the  exceptionable,  operations  we  have  at  present 
to  deal,  and  the  laws  which  rule  the  hurricane  form  themselves  the  subject  of  a  treatise. 

"  We  have  hitherto  dealt  with  the  sea  and  air — the  one  the  medium  through  which  the  commerce  of 
all  nations  is  transported,  the  other  the  means  by  which  it  is  moved  along — as  themselves  the  great 
vehicles  of  moisture,  heat,  and  cold,  throughout  the  regions  of  tlie  world — the  means  of  securing  the 
interchange  of  these  inestimable  commodities,  so  that  excess  may  be  removed  to  where  deficiency  exists, 
deficiency  substituted  for  excess,  to  the  unbounded  advantage  of  all.  We  have  selected  this  group  of 
illustrations  for  our  views,  because  they  are  the  most  obvious,  the  most  simple,  and  the  most  intelligible 
and  beautiful  that  couLl  be  chosen.  Short  as  our  space  is,  and  largely  as  it  has  already  been  trenched 
upon,  we  must  not  confine  ourselves  to  these. 

"  We  have  already  said  that  the  atmosphere  forms  a  spherical  shell,  surrounding  the  Earth  to  a  depth 
which  is  unknown  to  us,  by  reason  of  its  growing  tenuity,  as  it  is  released  from  the  pressure  of  its  own 
superincumbent  mass.  Its  upper  surface  cannot  be  nearer  to  us  than  fifty,  and  can  scarcely  be  more 
remote  than  five  hundred  miles.  It  surrounds  us  on  all  sides,  yet  we  see  it  not ;  it  presses  on  us  with  a 
load  of  fifteen  pounds  on  every  square  inch  of  surface  of  our  bodies,  or  from  seventy  to  one  hundred  tons 
on  us  in  all,  yet  we  do  not  so  much  as  feel  its  weight.  Softer  than  the  finest  down — more  impalpable 
than  the  finest  gossamer — it  leaves  the  cobweb  undisturbed,  and  scarcely  stirs  the  lightest  flower  that 
feeds  on  the  dew  it  supplies;  yet  it  bears  the  fleets  of  nations  on  its  wings  around  the  world,  and  crushes 
the  most  refractory  substances  with  its  weight.  When  in  motion,  its  force  is  sufficient  to  level  the  most 
stately  forests,  and  stable  buildings,  with  the  earth— to  raise  the  waters  of  the  ocean  into  ridges  like 
mountains,  and  dash  the  strongest  ships  to  pieces  like  toys.  It  warms  and  cools  by  turns  the  Earth  and 
the  living  creatures  that  inhabit  it.  It  draws  up  vapors  from  the  sea  and  land,  retains  them  dissolved  in 
itself,  or  suspended  in  cisterns  of  clouds,  and  throws  them  down  again  as  rain  or  dew,  when  they  are 
required.  It  bends  the  rays  of  the  sun  from  their  path,  to  give  us  the  twilight  of  evening  and  of  dawn — 
it  disperses  and  refracts  their  various  tints  to  beautify  the  approach  and  the  retreat  of  the  orb  of  day. 
But  for  the  atmosphere,  sunshine  wouhl  burst  on  us  and  fail  us  at  once — and  at  once  remove  us  from 
midnight  darkness  to  the  blaze  of  noon.  We  should  have  no  twilight  to  soften  and  beautify  the  landscape 
— no  clouds  to  shade  us  from  the  scorching  heat,  but  the  bald  Earth,  as  it  revolved  on  its  axis,  would  turn 
its  tanned  and  weakened  front  to  the  full  and  unmitigated  rays  of  the  lord  of  day.  It  affords  the  gas 
which  vivifies  and  warms  our  frames,  and  receives  into  itself  that  which  has  been  polluted  by  use,  and  is 
thrown  off  as  noxious.  It  feeds  the  flame  of  life  exactly  as  it  does  that  of  the  fire— it  is  in  both  cases  con- 
sumed, and  affords  the  food  of  consumption — in  Ijoth  cases  it  becomes  combined  with  charcoal,  which 


THE    FIELD   OF   REPEATICTI.  13 

requires  it  for  combustion,  and  is  removed  by  it  -when  this  is  over.  'It  is  only  the  girdbng  encircling  air,' 
says  a  -writer  in  the  North  British  lievieiv,  '  that  flows  above  and  around  all  that  makes  the  whole  world 
kin.  The  carbonic  acid  with  which  to-day  our  breathing  fills  the  air,  to-morrow  seeks,  its  way  round  the 
world.  The  date-trees  that  grow  round  the  falls  of  the  Nile  will  drink  it  in  by  their  leaves;  the  cedars  of 
Lebanon  will  take  of  it  to  add  to  their  stature;  the  cocoanuts  of  Tahiti  will  grow  rapidly  upon  it;  and  the 
palms  and  bananas  of  Japan  will  change  it  into  flowers.  The  oxygen  we  are  breathing  was  distilled  for 
us  some  short  time  ago  by  the  magnolias  of  the  Susquehanna,  and  the  great  trees  that  skirt  the  Orinoco 
and  the  Amazon — the  giant  rhododendrons  of  the  Ilimalayas  contributed  to  it,  and  the  roses  and  myrtles 
of  Cashmere,  the  Cinnamon-tree  of  Ceylon,  and  the  forest  older  than  the  flood,  buried  deep  in  the  heart  of 
Africa,  far  behind  the  mountains  of  the  Moon.  The  rain  we  see  descending  was  thawed  for  us  out  of  the 
icebergs  which  have  watched  the  Polar  Star  for  ages,  and  the  lotus  lilies  have  soaked  up  from  the  Nile, 
and  exhaled  as  vapor,  snows  that  rested  on  the  summits  of  the  Alps.'  'The  atmosphere,'  says  Maun, 
'which  forms  the  outer  surface  of  the  habitable  world,  is  a  vast  reservoir,  into  which  the  supply  of  food 
designed  for  living  creatures  is  thrown — -or,  in  one  word,  it  is  itself  the  food  in  its  simple  form  of  all 
living  creatures.  The  animal  grinds  down  the  fibre  and  the  tissue  of  the  plant,  or  the  nutritious  store  that 
has  been  laid  up  within  its  cells,  and  converts  these  into  the  substance  of  which  its  own  organs  are  com- 
posed. The  plant  acquires  the  organs  and  nutritious  store  thus  ylekled  up  as  food  to  the  animal,  from  the 
invulnerable  air  suri'ounding  it.'  But  animals  are  furnished  with  the  means  of  locomotion  and  of  seizure 
■ — they  can  approach  their  food,  and  lay  hold  of  and  swallow  it;  plants  must  await  till  their  food  comes  to 
them.  No  solid  particles  find  access  to  their  frames;  the  restless  ambient  air,  which  rushes  ])ast  them 
loaded  with  the  carbon,  the  hydrogen,  the  oxygen,  the  water — everything  they  need  in  the  shape  of  sup- 
plies, is  constantly  at  hand  to  minister  to  their  wants,  not  only  to  afibrd  them  food  in  due  season,  but  in 
the  shape  and  fiishion  in  which  alone  it  can  avail  them." 

Surely  a  more  tempting  field  for  philosophical  research,  for  useful  and  honorable  labor,  or  a  field 
more  abounding  with  the  elements  of  useful  and  practical  results,  never  engaged  the  attention  of  man. 

By  studying  the  winds  at  sea  we  might  expect  to  find  them  blowing  more  conformably  there  than  on 
the  land  to  the  general  laws  which  govern  the  circidatiou  of  the  atmosphere.  And  in  endeavoring  to 
learn  these  laws,  we  may  look  for  the  rule  at  sea ;  for  the  exceptions  on  the  land.  It  might  therefore  be 
expected  that  any  undertaking  to  group  the  observations  of  mariners  upon  the  winds  in  all  parts  of  the 
ocean  and  at  all  seasons  of  the  year  would  be  regarded,  as  the  illustrious  Humboldt  says  this  is,  and  as  the 
learned  Dr.  Buist  shows  it  is,  with  no  little  interest  by  philosoj^hers  and  philanthropists,  by  good  and  wise 
men  in  all  conditions  of  life,  and  in  all  parts  of  the  world. 

In  the  progress  of  this  undertaking,  many  new  facts  of  interest  to  science  have  been  brought  to  light, 
or  their  existence  suggested.  Our  knowledge  of  the  laws  which  govern  the  circulation  of  the  atmosphere, 
which  control  the  currents  of  the  sea,  which  regulate  climates,  and  by  which  heat  and  moisture,  clouds  and 
sunshine,  are  distributed  over  the  surface  of  the  Earth,  has  been  considerably  enlarged  even  by  the  results 
so  far  obtained. 


14  THE   WIND   AND   CURRENT   CHARTS. 

Navigation  has  already  reaped  a  rieli  reward  from  this  undertaking,  and  commerce  is  profiting  by  it. 
In  consequence  of  the  increase  of  knowledge  which  it  has  given  to  the  practical  navigator,  with  regard  to 
the  prevailing  winds  and  currents  of  the  sea,  the  average  sadiug  passage  between  distant  parts  of  the  earth 
has  been  materially  shortened. 

Practically,  for  commercial  purposes,  these  investigations  have  lifted  up,  as  it  were,  the  markets  of  the 
southern  hemisphere,  and  placed  them  nearer  to  our  doors  by  several — and  in  some  cases,  by  many — days 
sail  than  they  were  before ;  for  the  time  which  it  required  a  ship  to  carry  a  cargo  from  one  hemisphere 
to  another,  has  been  shortened  more  than  two  weeks  at  some  seasons  of  the  year ;  and  it  is  not  going  too 
far  to  say  that  the  voyage  hence  to  California  has  in  consequence  of  these  researches  been  shortened  to  a 
more  remarkable  extent.  The  average  passage  out,  by  vessels  not  having  the  results  of  these  researches  to 
guide  them,  is  upwards  of  180  days ;  but  vessels  with  these  Cliarts  on  board  have  made  it  in  107,  in  97,  in 
96,  in  91,  and  even  in  90  days;  and  their  masters,  after  making  allowance  for  the  imj>roved  models  of  their 
ships,  ascribe  this  great  success  to  the  information  which  they  derived  from  these  Charts  as  to  the  winds 
and  currents  by  the  way. 

The  merchants  and  shipmasters  of  India,  perceiving  the  great  benefits  Avliich  American  commerce 
and  American  merchants,  shipmasters  and  owners,  were  deriving  from  this  system  of  investigations  as 
developed  in  part  only  for  the  Atlantic  Ocean,  have  promptly  stepped  forward,  raised  a  subscription  for  the 
purpose,  and  directed  a  set  of  Wind  and  Current  Charts  upon  the  plan  of  these,  to  be  undertaken  for  the 
Indian  Ocean;  and  the  Geographical  Society  of  Bombay,  composed  of  men  eminent  for  their  virtue  and 
learning,  has  given  the  undertaking  its  countenance. 

After  having  spent  much  time  and  labor  upon  this  undertaking,  and  after  having  made  considerable 
progress  with  it,  it  came  to  the  knowledge  of  the  Society  that  I  was  very  much  in  want  of  materials  for 
"Wind  and  Cnri-cnt  Charts"  for  the  Indian  Ocean.  Therefore  the  Geographical  Society  of  Bombay,  with 
a  spirit  of  liberality  and  a  degree  of  friendly  consideration  for  which  I  am  profoundly  thankful,  resolved  to 
place  at  my  disposal  all  the  work  wliich  has  been  accomplished  under  the  auspices  (if  the  Society. 

This  work  consists  of  track  Charts  of  the  Indian  Ocean  extending  from  the  Cape  of  Good  Hojie  to  170° 
E.  They  are  on  the  scale  of  the  Wind  and  Current  Cliarts.  These  MS.  Charts  are  six  in  number;  they 
have  the  shoredine  sketched  in,  and  the  tracks  of  one  hundred  vessels — in  all  colors — projected  upon 
them. 

The  notes  and  explanations  necessaiy  to  enable  mc  to  incorporate  these  charts  with  my  own,  however, 
have  not  yet  arrived. 

The  following  extract  is  from  the  letter  of  Dr.  Bulst,  a  member  of  the  Society,  and  one  of  the  most 
devoted  friends  of  science  to  be  found  in  any  quarter  of  the  globe. 


A    UXIVEKSAL   SYSTKM   OF   OliSEUVATIONS.  15 

"Bombay,  iNw-emJer  17,  1851. 
"Lieut.  Maury,  Xalional  Ohservaton/,  Wa.'iliiiKjton. 

"My-  dkak  Sir:  You  will  receive  along  with  this,  or  shortly  afterwards,  a  tin  case,  throu^'-h  Smith, 
Klder,  &  Co.,  eoutaiuing  the  skeleton  eharts  comnieuced  by  the  Geograpliical  Socii'ty,  to  whicli  I  have 
repeatedly  alluded,  and  with  which  I  am  now  authorized  to  present  you.  We  shall  endeavor  to  do  our 
best  to  provide  3-ou  with  all  the  information  we  can  collect,  to  enable  \-ou  to  extend  your  researches  to  the 
India  seas ;  only  you  must  remember  that  while  you  belong  to  the  fastest  we  live  in  the  slowest  country  in 
the  world,  and  the  time  we  take  to  C(Midact  a  prelinunary  oflTicial  correspondence  suffices  you  for  the  com- 
mencement and  completion  of  your  work.  I  work  here  not  only  single-handed,  but  with  a  world  of 
obstacles  actually  thrown  in  my  way,  with  the  labor  of  a  daily  jxiper  on  my  shoulders,  a  school  of  industry 
to  attend  to,  and  generally  a  severe  attack  of  sickness  three  or  four  times  a  year;  so  if  I  get  on  slowly  it  is 
not  because  of  my  doing  little,  but  because  of  my  profession,  by  which  I  have  exhausted  four-fifths  of  my 
time  and  strength.         **»-»-»*-!(•***         *         *         «         •»         * 

"Though  I  have  published  very  little  on  meteorology,  for  want  of  time  to  put  the  stock  of  informa- 
tion I  have  collected  in  order,  I  have  beside  me  an  enormous  mass  of  facts.  Three  years  since,  I  began  to 
jierceive  that  Ave  had  certain  classes  of  storms  that  occurred  periodically,  not  only  all  over  India,  but  all 
over  the  region  to  which  my  information  extended,  and  that  these  were  synchronous,  or  nearly  so ;  I  then 
began  a  series  of  maps  illustrative  of  the  matter.  I  have  sent  you  specimens,  but  for  this  we  were  too 
scantily  provided  with  information.  Instrumental  observations  are  too  much  insisted  on;  when  excellence 
is  not  attainable  they  are  better  dispensed  with ;  the  remarks  of  an  observant  man,  recorded  at  the  time, 
with  due  advertence  to  day  and  hour,  are  invaluable.  Surely  these  might  be  had  in  abundance  for  the 
future,  if  not  for  the  past.  This  you  will  observe,  is  intimately  connected  and  in  perfect  consonance  with 
your  theories  of  the  electric  or  magnetic  origin  of  all  meteorological  phenomena. 

"  Through  this  means  alone  can  the  occurrence  of  storms  simultaneously  round  the  one  lialf  of  the 
world  be  accounted  for.  Have  you  any  good  sets  of  hourly  barometric  observations  from  your  southern 
States?  If  you  will  turn  to  the  Lomhn  Philosophical  Transactions  of  1850,  you  will  see  a  paper  by 
Colonel  Sykes,  on  the  ol)scrvations  made  in  India,  which  will  show  you  the  interest  attaching  to  barome- 
trical tides,  within  and  beyond  the  tropics,  and  we  ai%  most  anxious  to  discover  the  law  they  obey  till  they 
become  merged,  and  to  a  great  measure  lost  in,  vast  casual  fluctuations."         *         *         « 


In  the  mean  time  Kupffer,  the  laborious  meteorologist  of  Russia,  had  suggested  the  idea  of  a  confer- 
ence between  the  meteorologists  of  Russia  and  those  of  the  United  States,  with  a  view  to  a  more  general 
co-operation  and  concert  of  action  between  them ;  while  this  subject  was  under  advisement,  a  proposition 
was  made  by  the  British  Government  that  that  of  the  United  States  should  co-operate  with  it  in  its  plans 
for  making  meteorological  observations  at  certain  foreign  stations,  and  according  to  instructions  that  had 
been  prepared  by  Capt.  Henry  James,  R.  E.,  by  direction  of  Major-General  Sir  John  Burgoyne,  Inspector- 
General  of  Fortifications.     Ilere  was  an  opportunity  unexpectedly  offering  itself  for  establishing  concert  of 


16  THE  WIND  AND  CURRENT  CHARTS. 

action  among  meteorologists  on  shore,  and  co-operation  among  navigators  at  sea  everywhere,  in  collecting 
data  and  materials  for  the  advancement  of  science  and  the  benefit  of  navigation.  I  could  not  suffer  such 
an  opportunity  to  pass ;  and  therefore,  in  reply  to  the  British  proposition,  suggested  that  the  sea  should  be 
included  as  well  as  the  land ;  that  the  plan  should  be  uniform  and  universal ;  and  that  in  order  to  make  it 
so,  and  to  secure  its  success,  I  ventured  to  propose  a  general  conference,  to  consist  among  others  of 
meteorologists  from  the  shore  and  of  navigators  from  the  sea,  who  should  take  the  subject  up  and  discuss 
the  plans,  draw  up  the  forms,  fix  the  standards,  and  prescribe  the  instruments  to  be  used,  the  instructions 
to  be  followed ;  in  short,  a  conference  that  shall  take  cognizance  of  everything,  whether  it  have  regard 
to  the  instruments  and  their  errors,  the  subjects  to  be  observed,  the  methods,  forms,  &c.,  of  reduction. 

This  is  an  interesting  subject;  the  move  is  an  important  one.  The  Academy  of  Sciences  at  Paris,  the 
British  Meteorological  Society  in  London,  the  Eoyal  Sardinian  Society,  the  Koyal  Society  of  Copenhagen, 
with  other  societies  and  governments,  have  already  expressed  their  readiness  to  participate  in  the  proceed- 
ings of  this  conference.  Tiiis  proposition  is  one  which,  if  it  be  met  in  the  right  spii-it  and  be  carried  out 
with  diligence,  promises  much  good.  I  therefore  quote  in  this  place  the  correspondence  in  relation  to  it, 
especially  with  the  view  of  bringing  the  subject  to  the  notice  of  navigators,  and  of  soliciting  for  it  in 
advance  their  hearty  good-will  and  cheerful  co-operation. 


Correspomhnce  in  Relation  to  a  Universal  System  of  Meteorological  Ohservations,  for  the  Sea  as  xvell  as  for  the  Land. 

British  Legation,  Washington^  Nov.  13,  1851. 

Sir  :  I  have  been  instructed  by  Her  Majesty's  Government  to  present  to  the  United  States  Govern- 
ment the  printed  volume  whicli  I  have  the  honor  to  inclose  herewith,  which  has  been  drawn  up  by  Major- 
General  Sir  John  Burgoyne,  Inspector-General  of  Fortifications,  for  the  purpose  of  enabling  the  officers  of 
the  Eoyal  Engineers  at  foreign  stations  to  take  meteorological  observations  upon  a  uniform  plan ;  and  T 
am  directed  to  say,  that  her  Majesty's  Government  would  be  glad  to  obtain  such  co-operation  in  regard  to 
the  objects  to  which  those  instructions  relate,  as  the  proper  department  of  the  United  States  Government 
may  be  willing  to  aflbrd. 

I  avail  myself  of  this  opportunity  to  renew  to  you,  Sir,  the  assurances  of  my  highest  consideration. 

(Signed)  JOHN  F.  CRAMPTON. 

The  Honorable  Daniel  Webster,  &c.,  &c.,  &c. 


Department  of  State,  Washington,  Nov.  1-4,  1851. 
Sir:  I  have  the  honor  to  transmit  to  you,  herewith,   the  copy  of  a  note  just  received  from  Her 
Britannic  Majesty's  Charge  d'Afifaires  in  this  city,  together  with  the  printed  volume  which  accompanied  it, 
relative  to  the  co-oporation  of  the  Government  of  the  United  States  with  that  of  Her  Britannic  Majesty, 


A    UNIVERSAL    SYSTEM   OF   OBSERVATIONS.  17 

in  carrying  out  a  plan  wlueh  it  lias  adoptcil,  for  the  taking  of  uniform  meteorological  observations  at 
foreign  stations,  and  to  invite  3'our  attention  to  the  subject. 

I  am,  Sir,  very  resj^ectfully, 

Your  obedient  servant, 

DANIEL  WEBSTER. 
Hon.  William  A.  Gkaiiam, 

Secretary  of  the  Navy. 


Bureau  of  Ordnance  and  Hydrography,  Nov.  If,  1851. 

Sir:  With  this  you  will  receive  a  communication  from  the  Charge  d'Affaires  of  Great  Britain  to  the 
Secretary  of  State  of  the  United  States,  covering  a  printed  pamphlet  in  relation  to  meteorological  observa- 
tions, and  proposing  a  co-operation  by  the  officers  of  our  Government  in  making  similar  observations. 

After  perusing  them,  you  will  please  state  whether  such  co-operation  could  be  made  at  the  Naval 
Observatory  without  interference  with  other  duties,  or  making  any  material  changes  in  any  arrangements 
which  may  now  be  in  use  there,  for  similar  purposes.  You  will  also  give  your  views  whether  any  useful 
co-operation,  direct  or  indirect,  could  be  furnished  by  our  vessels  at  sea,  with  the  instruments  usually 
furnished  to  them,  or  at  any  of  our  Navy  Yards,  either  with  their  present  instruments  or  by  the  aid  of 
others  to  be  furnished  for  that  purpose ;  and  if  so,  at  what  yards  such  observations  would  be  most  desirable, 
having  regard  to  the  observations  of  this  kind  which  are  known  to  be  made  at  different  j^laces  in  con- 
nection with  the  Smithsonian  Institution,  and  public  observatories. 

Return  all  the  inclosures  after  perusal. 

Respectfully,  your  obedient  servant, 

C.  MORRIS, 

C/iiif  of  Bureau. 
I>ieut.  M.  F.  Maury, 

Suj)l\lt.  etc.  cCr.,    Washington. 


National  Observatory, 

Washintjton,  Nov.  21,  1851. 
Sir:  I  have  the  honor  to  acknowledge  the  receipt  of  yours  of  the  19th  inst.,  inclosing  a  communica- 
tion from  the  Charg^  d'Afiaires  of  Great  Britain  to  the  Secretary  of  State  of  the  United  States,  with  certain 
other  papers  and  documents,  relative  to  a  proposition  by  the  British  Government,  to  the  effect  that  the 
Government  of  the  United  States  will  cause  its  officers  who  are  engaged  in  making  meteorological 
observations,  to  co-operate  with  the  Royal  Engineers  engaged  upon  like  duties  on  foreign  stations,  ac- 
cording to  the  plan  set  forth  in  the  "Instructions  for  taking  Meteorological  Observations  at  the  principal 
Foreign  Stations,  of  the  Royal  Engineers,"  drawn  up  by  Major-General  Sir  John  Burgoyne,  Inspector- 
General  of  Fortifications. 
3 


IS  THE   WIND   AND   CUKKENT   CIIAUTS. 

I  am  directed  by  you  to  state,  "  whether  such  co-operation  could  be  made  at  the  Naval  Observatory 
without  interference  with  other  duties,  or  making  any  material  changes  in  any  arrangements  which  may 
now  be  in  use  there  for  similar  purposes ; "  also,  to  give  my  "  views  whether  any  useful  co-operation,  direct 
or  indirect,  could  be  furnished  by  our  vessels  at  sea,  with  the  instruments  usually  furnished  to  them ;  or  at 
any  of  our  Navy  Yards,  either  with  their  present  instruments,  or  by  the  aid  of  others  to  be  furnished  for 
that  purpose;  and  if  so,  at  what  yards  such  observations  would  be  most  desirable,  having  regard  to  the 
observations  of  this  kind  which  are  known  to  be  made  at  different  places,  in  connection  with  the  Smith- 
sonian Institution  and  public  observatories." 

In  reply,  it  gives  me  pleasure  to  state  that  the  desired  co-operation  can  be  made  at  this  Observatory, 
and  at  the  naval  stations  generally,  without  interference  with  other  duties,  and  with  very  slight  changes  in 
fixtures  and  arrangements  now  in  use  for  like  purposes. 

This  is  an  important  sul)ject.  Many  of  the  great  interests  of  state,  and  the  well-being  of  the  human 
family,  are  to  be  advanced  by  increase  of  knowledge  touching  the  dynamical  laws  of  the  atmosphere,  and 
the  distribution  through  it,  over  the  surface  of  our  planet,  of  electricity,  heat,  and  moisture. 

For  the  fruits  of  his  labor  the  husbandman  is  dependent  upon  atmospherical  conditions;  and  commerce 
is  controlled  by  the  course  of  the  winds.  The  subject,  therefore,  is  one  of  high  scientific  interest,  and  of 
great  national,  industrial,  and  practical  import.  The  step  proposed  by  the  British  Government  is  in  the 
right  direction ;  wherefore,  to  make  myself  the  more  clearly  understood,  I  may  be  excused  for  referring  to 
the  meteorological  system  of  the  United  States,  and  for  offering  a  few  suggestions  amendatory  of  the 
British  proposition. 

The  Government  of  the  United  States  has  its  own  system  of  meteorological  observations ;  .one  for  the 
sea,  another  for  the  land. 

Some  of  the  States,  as  New  York  and  Massachusetts,  have,  on  their  own  account,  established  their 
system  of  meteorological  observations  also. 

Also,  some  of  the  institutions  of  the  country,  as  the  "  Smithsonian,"  and  many  of  our  fellow-citizens 
are  likewise  actively  engaged  in  meteorological  researches. 

The  meteorological  observatories  that  are  under  the  control  of  the  different  States,  of  the  institutions, 
and  of  the  private  citizens  of  the  United  States,  amount  to  several  hundred.  These  extend  from  the  shores 
of  the  Atlantic  to  those  of  the  Pacific,  and  from  the  farthest  northern  boundary  to  the  extreme  southern 
limits  of  the  United  States. 

Over  these  widely  scattered  observatories,  and  over  this  large  corps  of  observers,  their  time  for  ob- 
servation, their  mode  and  means  of  observing,  and  their  methods  of  recording  the  results  of  their  labors, 
the  Government  of  the  United  States  has  no  control  whatever ;  nor  can  it  exercise  any,  except  such  as  may 
flow  from  i^recept  and  example. 

Nevertheless,  these  observatories,  both  national,  state,  and  private,  for  the  most  part,  act  in  concert. 
They  mostly  employ  the  same  insti-uments,  refer  to  the  same  standards ;  many  of  them  observe  at  the  same 
hours,  use  the  same  methods,  and  record  by  the  same  forms,  most  of  which  differ  more  or  less  from  those 


A   UNIVERSAL   SYSTEM   OF   OBSERVATIONS.  1!' 

recommended  by  Major-General    Sir  Jobn  Burgoyne  for    tUe  nineteen   "foreign    stations  of  the  Royal 
Engineers." 

I  do  not  mean  to  draw  comparisons,  or  to  imjily  tliat,  of  the  American  and  English  systems,  one  is 
better  than  the  other  ;  far  from  it.  Each  is  good ;  and  if  either  be  adopted,  and  made  common  to  the  two 
countries,  the  science  of  meteorology  would  be  vastly  benefited  and  advanced  thereby. 

If  the  Government  of  the  United  States,  therefore,  without  proposing  amendments  to  the  English 
system,  were  to  direct  its  officers,  who  are  engaged  in  meteorological  observations,  to  adopt  tlie  plan,  modes, 
and  methods  of  that  system,  it  would  create  confusion  among  our  observatories,  and  be  as  likely  to  retard 
as  to  advance  the  progress  of  meteorological  research  in  tlie  United  States. 
For  this  reason  I  beg  leave  to  suggest  a  meteorological  conference. 

By  authority  of  the  Government,  I  have  been  permitted  to  invite  the  co-operation  of  American  ship- 
masters in  making  daily,  in  all  parts  of  the  ocean,  as  they  pursue  their  voyages  to  and  fro,  a  series  of 
meteorological  observations. 

By  an  act  of  Congress,  authority  has  been  given  for  all  the  vessels  of  the  Navy  to  do  the  same. 
The  object  of  this  co-operation  is  not  only  to  improve,  for  the  benefit  of  commerce  and  navigation,  our 
knowledge  with  regard  to  the  winds  and  currents  of  the  sea,  but  to  investigate  the  laws  of  atmospherical 
and  oceanic  circulation,  and  to  advance  the  science  of  meteorology  generally. 

Under  this  invitation,  more  than  a  thousand  American  merchant  vessels  are  engaged  in  making  and 
recording  their  observations  according  to  a  prescribed  form.  At  the  end  of  the  voyage  their  journals  are 
regularly  returned  to  this  office. 

They  constitute  the  materials  from  which  the  "  Wind  and  Current  Charts"  are  constructed.     These 
Charts,  on  account  of  the  meteorological  information  they  afford,  have  led  to  the  developments  of  new  and 
shorter  routes  across  the  seas,  and  to  several  other  results  of  interest  and  value.     I  beg  leave  to  send  a  set 
of  them,  the  explanations  which  accompany  them,  &c.,  for  the  inspection  of  Iler  Majesty's  officers. 
About  five-sevenths  of  our  planet  is  covered  with  water. 

It  will  be  perceived,  therefore,  that  in  studying  the  course  of  the  "wind  in  his  circuits,"  and  investi- 
gating the  laws  which  govern  the  general  circulation  of  the  atmosphere,  we  must  look  to  the  sea  for  the 
rule — to  the  land  for  the  exceptions.  Therefore,  no  general  system  of  meteorological  observations  can  be 
considered  complete  unless  it  embrace  the  sea  as  well  as  the  land. 

The  value  of  the  researches  conducted  at  this  office  with  regard  to  the  meteorology  of  the  sea,  would 
be  greatly  enhanced  by  co-operation  from  the  observatories  on  the  land. 

Observers,  with  the  requisite  instruments  for  this  purpose,  are  already  at  the  principal  stations.  It  is 
as  convenient  for  them  to  observe  in,  as  without,  concert ;  for  to  observe  in  concert,  and  accordmg  to  a 
uniform  plan,  would  be  attended  neither  by  an  increase  of  time,  labor,  nor  expense ;  but,  on  the  contrary, 
be  a  saving  of  all. 

Hence,  another  reason  for  suggesting  a  conference  upon  the  subject  of  a  uniform  system  of  meteorologi- 
cal observations  on  board  British  and  American  ships,  as  well  as  at  British  and  American  posts,  stations. 


20  THE  WIND  AND  CURRENT  CHARTS. 

and  observatories.  On  board  of  every  properly  appointed  ship  of  botli  nations,  all,  or  nearly  all,  the 
observations  whicli  would  probably  be  recommended  for  this  universal  system  are  already  made.  It  is  the 
custom  to  keep  a  log-book  on  boaixl  of  every  ship,  and  to  enter  in  that  log-book  remarks  and  observa- 
tions upon  the  winds,  the  weather,  and  the  sea;  and  all  that  is  requisite  to  impart  a  new  and  a  greater  value 
to  these  observations  is,  that  they  should  be  made  all  at  the  same  time,  recorded  in  a  stated  journal — the 
"abstract  log"  kept  for  the  purpose — and  then  be  made  available  by  being  returned  to  the  office  appointed 
to  receive  them. 

The  atmosphere  envelops  the  Earth,  and  all  nations  are  equally  interested  in  the  investigations  of 
those  laws  by  which  it  is  governed.  There  is  Russia,  upon  whose  territories  the  Sun,  except  in  the  long 
night  of  the  Polar  winter,  never  sets — perhaps  she,  of  all  nations,  has  gone  to  the  greatest  expense  in 
establishing  meteorological  observatories  on  the  land,  in  collecting  and  publishing  results,  &c. 

From  what  has  already  passed  between  Kupffer,  the  Russian  meteorologist  (also  in  charge  of  the 
mines),  and  myself  upon  the  subject,  I  am  induced  to  believe  that  he  is  already  authorized,  by  the  proper 
authorities  in  that  countr}',  to  confer  with  the  proper  authorities  in  this,  as  to  the  establishment  of  a 
uniform  system  of  meteorological  observations  on  the  land,  for  the  two  countries. 

The  achievements  of  France  and  Germany,  in  the  paths  of  science,  and  the  monuments  they  have 
erected  in  its  name,  do  not  admit  us  to  doubt  but  that  they  too  would  readily  and  most  heartily  second 
any  move  which  has  for  its  object  the  great  good  of  establishing,  among  civilized  nations  throughout  the 
world,  a  uniform  and  universal  system  of  meteorological  observations. 

There  are  other  nations  in  Europe  not  a  whit  behind  Germany  and  France  in  their  devotion  to  science, 
their  love  of  the  useful. 

For  these  reasons,  I  therefore  respectfully  suggest  that,  as  an  amendment  to  the  British  proposition, 
a  more  general  system  be  proposed.  That  England,  France,  Russia,  and  other  nations  be  invited  to 
co-operate  with  their  ships,  by  causing  them  to  kcei>  an  abstract  log,  according  to  a  form  to  be  agreed 
upon,  and  that  authority  be  given  to  coiafer  with  the  most  distinguished  navigators  and  meteorologists,  both 
at  home  and  abroad,  for  the  purpose  of  devising,  adopting,  and  establishing  a  universal  system  of  meteor- 
ological observations  for  the  sea  as  well  as  for  the  land. 

Respectfully,  &c., 
(Signed)  M.  F.  MAURY, 

Lieut.  U.  S.  N. 
Com.  Chas.  Morris, 

Chief  of  Bureau  <f  Onl.  and  Ihjd.,  Present. 


Bureau  of  Ordnance  and  H-?dROGEAPHV,  Dec.  5,  1851. 
Sir:  I  liave  the  honor  to  acknowledge  the  receipt  of  your  letter  of  the  17th  ultimo,  Avhich  covered  a 
note  to  the  Secretary  of  the  Navy,  from  the  Secretary  of  State,  transmitting  a  communication  from  Her 
Britannic  Majesty's  Charg6  d'Affaires  in  this  city,  and  a  printed  volume  relative  to  the  co-operation  of  the 


A    UNIVERSAL   SYSTEM   OF   OBSEUVATIOXS.  21 

Government  of  the  United  States  with  that  of  her  Britannic  Majesty,  in  carrying  ont  a  plan  which  it  lias 
adopted  for  the  talking  of  uniform  meteorological  observations  at  foi'eign  stations. 

To  enable  me  to  state  more  fully  the  extent  to  which  the  Navy  is  prepared  to  unite  in  the  proposed 
co-operation,  than  my  recent  connection  with  this  Bureau  enabled  me  to  do  from  personal  knowledge,  a 
letter  was  addressed  to  the  Superintendent  of  the  Observatory — a  copy  of  this  letter,  and  of  Lieut.  Maury's 
reply,  are  herewith  inclosed. 

With  a  set  of  "Wind  and  Current  Charts,  and  Explanations  of  them,  wliicli  have  been  iurnisiiud  by 
Lieut.  Maury,  I  forward  Professor  Espy's  Third  Ecport  on  ileteorology,  and  a  communication  received 
from  Professor  Henry,  of  the  Smithsonian  Institution,  on  the  same  subject. 

Collectively,  they  show  the  general  character  and  extent  of  the  meteorological  observations  which  have 
been  made  in  the  L'nited  States ;  and  the  practical  and  useful  application  which  has  been  made  of  these 
observations  that  have  been  collected  under  the  direction  of  the  Navy  Department.  The  transmissiiin  of 
these  for  the  inspection  of  the  officers  of  Iler  Britannic  Majesty,  who  are  engaged  or  interested  ia  similar 
observations,  is  respectfully  suggested  and  submitted  for  your  decision. 

Although  I  concur  in  the  opinion  of  Lieut.  Maury,  that  it  would  be  inexpedient  to  substitute,  at  this 
time,  the  plan  for  observations  proposed  by  General  Burgoyne,  for  that  now  followed  in  establishments 
and  vessels  under  the  direction  of  the  Navy  Department ;  changes  and  additions  could  probably  be  made, 
which  could  secure  a  nearer  approach  to  uniformity  in  our  shore  establishments,  without  producing  con- 
fusion, and  they  are  respectfully  recommended  to  that  extent. 

The  suggestions  for  a  more  general  and  widely  extended  co-operation  u]ion  some  uniform  plan, 
promises  so  many  advantages  that  hopes  may  be  reasonably  indulged  for  its  eventual  adoption. 

Notwithstanding  strict  uniformity  cannot  be  yet  secured  between  the  observations  made  by  our 
officers  and  the  British  Sovereign's,  an  interchange  of  such  observations,  or  of  the  deductions  drawn  from 
them,  seems  to  be  very  desirable,  and  a  proposal  for  such  exchange  is  respectfully  suggested. 

With  much  respect,  I  am,  your  obedient  servant, 

CHAS.  MORPJS, 

Chief  of  Bureau. 
To  the  Hon.  Wm.  A.  Graham, 

Secretary  of  the  Nai-y. 


Navy  Departiiext,  Dec.  6,  1851. 
Sir  :  The  communication  from  the  State  Department,  of  the  llth  ultimo,  transmitting  a  cojiy  of  a 
note  from  Her  Britannic  Majesty's  Charge  d'Affaires  in  the  city  of  Washington,  together  with  the  printed 
volume  w'hich  accompanied  it,  relative  to  the  co-operation  of  the  Government  of  the  United  States  with 
that  of  Her  Britannic  Majesty,  in  carrying  out  a  plan  which  it  has  adopted  for  the  taking  of  uniform 
meteorological  observations  at  foreign  stations,  and  inviting  the  attention  of  this  Department  to  the  sub- 


22  THE  WIND  AND  CURRENT  CHARTS. 

ject,  was  duly  received  and  referred  to  tlie  proper  Bureau  for  a  report  as  to  the  extent  to  wliicli  the  Navy 
of  the  United  States  is  prepared  to  unite  in  the  proposed  co-operation. 

This  Department,  appreciating  tlie  importance  of  co-operation  in  the  meteorological  researches 
between  the  officers  of  the  Ro3'al  Engineers  of  Uer  Britannic  Majesty's  Army,  and  the  officers  of  the 
United  States,  acting  under  the  authority  of  the  Navy  Department,  cordially  reciprocates  the  spirit  in 
which  the  proposition  of  the  British  Government  is  made. 

Concurring  in  the  opinions  and  approving  the  suggestions  contained  in  the  accompanying  letters  from 
the  Chief  of  the  Bureau  of  Ordnance  and  Hydrography,  and  from  the  Superintendent  of  the  Naval  Obser- 
vatory, as  to  the  importance  of  a  system  of  meteorological  observations  which  shall  harmonize  and  be  a 
guide  and  rule  among  observers  generally,  both  at  sea  and  on  land,  I  beg  you  will  assure  Her  Britannic 
Majesty's  Charge  d'Affiiii'es  that  it  would  aflbrd  not  only  this  Department,  but  the  institutions  of  our 
country,  great  satisfaction  to  see  British  and  American  ships,  American  and  British  meteorologists, 
co-operating  with  others  in  establishing  a  general  and  comprehensive  system  of  observations,  and  of  carry- 
ing it  out  in  such  a  manner  that  an  observation  in  one  part  of  the  Avorld  may  be  readily  referred  to  and 
compared  with  like  observations  made  in  other  parts  of  the  world ;  and  that,  for  the  purjDose  of  giving 
practical  effect  to  these  views,  the  Superintendent  of  the  Naval  Observatory  is  authorized  to  confer  as  to 
such  a  uniform  plan,  with  Her  Majesty's  officers,  and  others  of  proper  jurisdiction,  at  home  and  abroad; 
and,  in  concert  with  them,  to  agree  upon  a  system  of  observations  both  for  the  sea  and  the  land;  and 
which,  by  being  common,  effective,  and  of  easy  execution,  may  be  followed  by  meteorologists  and  naviga- 
tors generally. 

And  in  connection  with  this  subject,  I  have  the  honor  to  transmit  with  this  communication,  a  letter 
from  the  Chief  of  the  Bureau  of  Ordnance  and  Hydrography,  with  one  from  the  Superintendent  of  the 
Naval  Observator}',  and  one  from  Professor  Henry,  of  the  Smithsonian  Institution;  also.  Lieutenant 
Maury's  Sailing  Instructions,  with  his  Wind  and  Current  Charts,  and  Professor  Espy's  second  and  third 
Reports  on  Meteorology-. 

With  very  great  respect,  I  have  the  honor  to  be, 

Your  obedient  servant, 
Daniel  Webster,  (Signed)  WM.  A.  GRAHAM. 

Secretary  of  State. 


Navy  Department,  Dec.  6,  1851. 

Sir:  Inclosed  with  this  you  will  receive  a  copy  of  a  letter  from  the  Honorable  Secretary  of  State  to 
this  Department,  and  the  reply  thereto,  as  well  as  a  copy  of  one  from  the  Chief  of  the  Bureau  of  Ordnance 
and  Hydrograjjhy,  relative  to  the  co-operation  of  the  Government  of  the  United  States  with  that  of  Her 
Britannic  Majesty,  in  carrying  out  a  plan  which  it  has  adopted  for  the  taking  of  uniform  meteorological 
observations  at  foreign  stations. 

In  furtherance  of  the  views  expressed  in  the  letter  from  this  Department  to  the  Secretary  of  State,  you 


A    UNIVERSAL   SYSTEM   OF   OBSERVATIONS.  23 

are  hereby  autliorizcd  to  confer  with  Her  Britannic  Majesty's  officers,  and  others  of  proper  jurisdiction,  at 
home  and  abroad;  and,  in  concert  with  them,  to  agree  upon  a  S3'stem  of  observations,  both  for  the  sea  and 
the  land,  which  may  be  followed  by  meteorologists  and  navigators  generally. 

And  you  will  report  to  this  Department,  from  time  to  time,  the  progress  made  and  the  results  reached 
in  the  adoption  of  such  uniform  system  of  observations. 

I  am,  very  respectfully, 

Your  obedient  servant, 

WM.  A.  GliAlIAM. 
Lieut.  M.  ¥.  Maury, 

Siqy^i.  U.  &'.  N^uval  Observaiori/,  Washinglon,  I).  C. 


Extracts  from  "  Instructions  for  taldng  Meteorological  Observations — Draicn  vp  hi/  Order  if  the  Insjiector- 
General  of  Fortifications,  ly  CajDtain  Henry  James,  R.  E.,  F.  R.  S.,  c{-c."* 

"A  'notice'  of  the  arrangements  which  have  been  made  for  having  iletcorological  Observations  taken 
at  the  principal  foreign  stations  of  the  Eoyal  Engineers,  has  been  pnblished  in  the  corps  papers  for  this 
year ;  this  '  notice,'  with  some  alterations  and  additions,  is  now  printed  as  a  separate  paper,  as  instructions 
for  the  observers. 

"  Since  the  publication  of  the  '  notice,'  Major-General  Sir  J.  Bnrgoync  has,  with  the  sanction  of  the 
Master-General  of  the  Ordnance,  invited  the  co-operation  of  the  Honorable  Board  of  Directors  of  the  East 
India  Company,  and  the  Board  of  Admiralty,  for  having  similar  observations  taken  in  India,  at  those  places 
where  the  Admiralty  have  officers  competent  for  the  duty,  and  where  there  are  no  other  meteorological 
observatories ;  and,  in  consequence,  the  Board  of  Directors  have  ordered  twenty  sets  of  instruments  to  be 
sent  to  India,  and  the  Admiralty  have  ordered  four  sets  to  be  sent  to  Ascension,  Rio  de  Janeiro,  Callao, 
and  Valparaiso;  all  the  instruments  are  of  a  similar  construction,  and  wUl  be  compared  with  the  stand- 
ards at  the  Royal  Observatory  at  Greenwich.  Thus,  with  the  observations  taken  at  different  Government 
observatories,  both  at  home  and  abroad,  and  by  the  members  of  the  Meteorological  Society  of  London, 
who  have  provided  themselves  with  similar  instruments,  and  have  many  zealous  observers  amongst  their 
number — and  with  the  observations  taken  in  the  different  States  of  Europe  and  America,  under  the 
patronage  of  their  respective  governments — and  by  Her  Majesty's  Consuls  abroad,  who  have  been 
instructed  by  Lord  Palmerston  to  carefully  observe  and  accurately  record  atmospheric  phenomena,  to 
determine  the  laws,  by  which  storms  and  variable  winds  are  generated  (see  his  Lordship's  letter  and 
inclosures  in  the  Appendix),'}'  a  greater  combination  has  been  effected  for  collecting  accurate  data 
connected  with  the  science  of  meteorology,  than  was  ever  before  attempted.     The  observers,  therefore,  are 


*  Circulated  by  order  of  Mnjor-General  Sir  Jolm  Burgoync,  K.  C.  B.,  Inspector-General  of  Fortifications,  &c.  &c. 
t  Pp.  16-25. 


2-i  TUE  WIND  AND  CUERENT  CHARTS. 

earnestly  requested  zealously  to  perform  their  several  parts,  by  regularly  and  carefully  registering  their 
observations,  so  as  to  make  each  set  of  observations  as  complete  as  possible,  and  thus  to  furnish  accurate 
data  foT  determining  the  laws  of  atmospheric  phenomena,  and  the  peculiarities  of  the  climate  of  the 
different  parts  of  the  world. 

"  The  following  memorandum  from  the  Inspector-General  of  Fortifications  has  been  addressed  to  the 
commanding  officers  of  Royal  Engineers: — 

" '  It  having  been  suggested  to  the  Master-General  that  it  might  be  higldy  useful  to  science  if  a  series 

of  meteorological  observations  were  recorded  in  different  parts  of  the  world,  on  one  nniforra  system,  under 

instructions  and  by  authority,  his  Lordship  has  consented  that  the  object  should  be  carried  out  at  the 

nineteen  stations  as  enumerated  below,  by  or  under  the  immediate  directions  of  the  Commanding  Eoyal 

Engineers  at  each. 

Names  of  Stations. 

1.  Bahama,  6.  Corfu,  ■  11.  Hong-Kong,  16.  New  South  Wales, 

2.  Barbadocs,  7.  Dernerara,  12.  Jamaica,  17.  St.  Ilclena, 

3.  Bermuda,  8.  Gibraltar,  13.  Malta,  18.  Toronto, 

4.  Cape,  9.  Guernsey,  11.  Mauritius,  19.  Quebec. 

5.  Ceylon,  10.  Halifax,  15.  Newfoundland, 

"'Instruments,  instructions,  and  books  of  reference  of  a  uniform  description  will  be  forwarded  to 
each  station. 

" '  The  endeavor,  in  the  arrangements,  has  been  to  commence,  upon  a  system  tliat  shall  be  compatible 
with  the  acquirements  of  any  officer  of  Engineers,  and  that  shall  enable  him  without  difficulty  to  take 
measures  for  a  due  I'ccord  being  kept,  of  every  matter  recjuired;  and,  at  the  same  time,  not  call  upon 
any  exertions  or  unnecessary  attendance  that  shall  interfere  with  the  more  regular  necessary  duties  of  the 
Department. 

"  '  The  Inspector-General  of  Fortifications  attaches  very  great  importance  to  this  measure,  and  trusts 
to  meet  with  the  zealous  co-operation  of  the  several  Commanding  Royal  Engineers,  to  carry  it  out  in  the 
most  perfect  manner. 

" '  He  requests  an  early  communication  froni  the  Commanding  Royal  Engineers,  of  tlie  first  measures 
taken  by  them  in  the  matter,  with  any  remarks  they  may  have  to  offer;  and  subsequently,  he  would  be  glad 
of  information,  from  time  to  time,  of  the  mode  and  regularity  of  the  proceedings,  with  any  circumstances 
worthy  of  observation.' " 


From  the  A2Jpendix  to  the  same. 

Foreign  Office,  April  30,  1851. 
Sir:  I  transmit  to  you  copies  of  a  letter,  with  its  inclosurcs,  Avhich  I  have  received  from  Colonel 
Reid,  of  the  Royal  Engineers,  who  for  many  years  has  devoted  his  attention  to  the  theory  of  storms,  and 
whose  object  has  been  to  investigate,  with  a  view  to  practical  use  in  navigation,  the  laws  by  which  storms 
and  variable  winds  arc  governed. 


A    UNIVERSAL   SYSTEM   OF   OBSERVATIONS.  25 

In  order  that  an  investigation  of  this  nature  may  be  practically  useful,  it  is  essential  lliat  facts  con- 
nectcil  Avith  tlie  atmospherical  phenomena  in  question  should  be  carefully  observed  and  accurately  recorded, 
over  as  large  a  portion  as  possible  of  the  surface  of  the  globe,  by  persons  of  education,  and  whose  scien- 
tific attainments  or  professional  avocations  qualify  them  for  making  such  observations. 

Colonel  Eeid  has  suggested  that  such  observations  could  be  most  easily  made  and  recorded  by 
captains  of  ports,  masters  of  light-houses,  harbor-masters,  and  others,  wliose  professional  pursuits  naturally 
lead  them  to  be  constant  observers  of  atmospherical  jDhenomena. 

The  inclosures  in  Colonel  Eeid's  letter  will  more  fully  point  out  the  manner  in  which  information  ou 
the  subject  of  storms  may  be  collected. 

I  have  accordingly  to  instruct  you  to  use  your  best  endeavors  to  procure  such  information  on  this 
important  subject ;  and  you  will  transmit  to  me,  half  yearly,  an  abstract  of  the  information  you  may  have 
obtained,  with  such  remarks  as  may  suggest  themselves  to  you.  If  you  can  add  diagrams  to  show  the 
tracks  of  any  remarkable  storms,  it  would  greatly  add  to  the  value  of  your  reports.  As  it  is  of  import- 
ance to  circulate  as  widely  as  jDossible  information  as  to  storm  tracks,  you  should  encourage  the  publication 
of  such  information  in  newspajiers  and  periodical  works. 

I  am,  sir,  your  most  obedient,  humble  servant, 

(Signed)  PALMEESTON. 

Her  Majesty's  Consul, 
At 


[Inclosm-e — 1.] 
Lieutenant- Colonel  Held  to  Viscount  Palmersian. 

14  Kensington  Gore,  April  15,  1851. 
My  Lord:  I  have  the  honor  to  acknowledge  the  receipt  of  your  Lordship's  letter,  dated  20th  March, 
1851,  transmitting  to  me  certain  documents  on  the  subject  of  storms.  I  have  sent  copies  of  the  whole  of 
them  to  Mr.  Eedfield,  of  New  York,  having  asked  the  favor  of  the  American  Minister  to  transmit  them 
for  me.  I  inclose  herewith  a  copy  of  a  letter,  which  I  wrote  to  Mr.  Lawrence  on  transmitting  the  second  set 
of  documents,  ^x-ith  the  answer  which  I  have  received  in  return. 

I  have  no  doubt  that  the  representations  of  Mr.  Lawrence  will  have  the  effect  of  extending  these 
combined  Meteorological  Observations,  hitherto  confined  to  the  North  Atlantic  Ocean,  to  all  other  parts  of 
the  world  where  American  and  British  officers  meet. 

I  venture  to  suggest  to  your  Lordship,  that  a  copy  of  the  letter  which  Mr.  Lawrence  has  addressed  to 
me  be  circulated  among  the  British  Consuls.  I  inclose  also  a  copy  of  a  circular  letter,  which  was  ad- 
dressed by  Lord  Glenelg,  in  1838,  to  the  Governors  of  all  the  British  Colonies,  which  circular  letter 
describes  the  manner  in  which  information  on  the  subject  of  storms  may  be  collected  ;  and  which,  if  your 
Lordship  should  think  fit  also  to  transmit  to  the  Consuls,  it  would  serve  as  a  very  useful  guide  to  them. 
I  must  apologize  to  your  Lordship  for  proposing  to  give  so  much  trouble  ;  but  I  do  so  from  a  convic- 
4 


26  TUE   WIND   AND   CUKRJSNT   CHARTS. 

tion  that  further  knowledge  of  tlie  atmospheric  laws  can  only  be  obtained  by  interesting  very  many 
individuals  in  the  inquiry  over  extended  i)ortions  of  the  globe. 

I  have,  &c. 

(Signed)  WM.  REID, 

Lieut.- Colonel  Jioi/al  Engineers. 


f 


[lu  closure — 2.] 

Lieutenant- Colonel  Reid  to  Mr.  AbboU  Lawrence. 

14  Kensington  Goke,  April  10,  1851 

Sie:  After  I  had  sent  to  your  Excellency,  on  the  8d  instant,  some  documents  on  the  subject  o 
Atlantic  storms,  I  received  the  inclosed  papers  from  the  Foreign  Office,  sent  to  me  by  the  direction  of 
Lord  Palmerston.  As  these  particularly  relate  to  a  storm  which  Mr.  W.  G.  Redfield  has  been  tracing,  I 
beg  you  will  do  me  the  honor  of  transmitting  them  for  that  gentleman. 

I  take  the  liberty  of  informing  your  Excellency  that  the  attention  of  the  Governors  of  all  British 
Colonies  has  been  long  ago  directed  to  the  furtherance  of  the  study  of  storms,  and  that  Lord  Palmerston 
has  directed  the  attention  of  British  Consuls  to  the  same  sixbject.  More  recently,  an  order  has  been  given 
by  the  Ordnance  Department,  to  send  meteorological  instruments  to  the  commanding  engineers  at  all  the 
British  Colonial  stations.  The  American  and  British  people  have  an  immense  advantage  in  using  the 
same  language,  which  has  enabled  us  to  trace  the  storm  tracks  from  the  West  Indies  to  Labrador,  and  thus 
to  make  a  great  step  in  advance  in  meteorological  science. 

My  object  in  entering  into  this  explanation  to  your  Excellency,  is  respectfully  to  suggest  for  your 
consideration,  whether  great  benefit  might  not  result  if  your  Government  would  invite  your  Consuls  and 
Naval  Officers,  wherever  stationed,  to  join  their  efforts  to  those  of  British  Consuls  and  Officers,  in  investi- 
gating the  laws  of  the  winds.  A  notice  published  in  India  by  the  Governor-General,  by  desire  of  the 
Court  of  Directors,  has  led  to  the  most  important  practical  results.  It  is  by  the  combined  efforts  of 
American  and  British,  that  the  knowledge  we  now  possess  of  Atlantic  storms  has  become  of  great  practical 
use  in  navigation;  and  the  unlimited  extension  of  similar  efforts  to  other  seas  would,  I  trust,  be  of  benefit 
to  mankind  generally. 

I  have,  &c. 

(Signed)  WM.  REID. 


[Notification.] 

Calcutta,  Wednesday.,  September  11,  1839. 

The  importance  of  investigating  the  course  and  phenomena  of  storms,  has  been  brought  to  the  notice 

of  Government  by  the  Honorable  Court  of  Directors ;  and  the  Honorable  the  President  in  Council,  is  in 

consequence  desirous  of  obtaining  local  registers  of  these  phenomena,  taken  simnltaneou.sly  at  as  many 

stations  of  India  as  may  be  found  possible.     The  public  officers  of  the  different  settlements  and  stations  of 


A    UNIVERSAL   SYSTEM   OF   OliSERVATIONS.  27 

India,  are  accordingly  invited  and  requested,  upon  the  occurrence  of  any  liurricane,  gale,  or  otlier  storm 
of  more  violence  than  usual,  to  note  accurately  the  time  of  its  commencement,  the  direction  from  which 
the  wind  first  blows,  whether  in  gusts  or  regular,  and  whether  accompanied  with  rain,  thunder  and  light- 
ning, or  other  phenomena.  Also,  to  note,  with  as  much  accuracy  as  possible,  the  changes  of  direction  in 
the  wind,  and  the  time  of  occurrence  of  each;  and  lastly,  the  duration  of  the  gale,  and  in  what  quarter  the 
wind  is  when  it  ceases.  The  variations  of  the  thermometer  and  barometer  at  each  period  noticed,  will 
also  be  of  importance,  if  the  means  are  forthcoming  of  making  such  observations. 

The  President  of  the  Council  refrains  from  making  it  the  business  of  any  particular  officer  to  note  the 
above  circumstances,  but  relies  on  the  known  desire  of  all  enlightened  persons  to  promote  objects  of 
scientific  and  useful  inquiry,  that  the  pulilic  officers  will  arrange  iu  such  a  manner  as  to  insure  that  the 
observations  will  be  taken  by  some  one  in  the  vicinity  of  each  station. 

Eeports  upon  matters  of  the  description  comprehended  iu  this  order  may  be  forwarded  to  the  Secre- 
tary to  Government  in  the  General  Department,  free  of  postage,  (superscribed  "Storm  Report.") 

A  scientific  gentleman*  in  Calcutta  has  obligingly  undertaken  to  combine  all  reports  that  may  be  so 
received,  into  a  synopsis  for  exhibition  of  the  results,  in  the  manner  adopted  and  recommended  by  Colonel 
Reid,  R.  E. 

B}^  order  of  the  Honorable  the  President  of  the  Council  of  India  iu  Council. 

(Signed)  II.  T.  PEIXSEP, 

Secretary  to  the  Government  of  India. 


[Inclosure- — 3.] 
3fr.  Ahliott  Lau-rencc  to  Lien  tenant- Colonel  Reid. 

Legation  of  the  United  States, 

London,  Ajyril  11,  1851. 
Sir:  I  have  the  honor  to  acknowledge  the  receipt  of  your  letter  of  yesterday,  inclosing  for  Mr. 
Redfield  a  report  from  Her  Majesty's  Consul  at  St.  Michael's,  of  a  storm  in  the  Atlantic.  I  shall  have 
great  pleasure  in  forwarding  these  to  Mr.  Redfield,  as  before,  through  the  Government  at  Washmgton ; 
and  I  shall,  in  compliance  with  your  suggestion,  invite  its  continued  attention  to  this  subject,  as  I  am  fully 
sensible  of  the  important  results  that  may  flow  from  observations  vigorously  prosecuted  with  the  extended 
means  the  ^[ercantile  and  Naval  Marines  and  the  Consular  force  of  Great  Britain  and  the  United  States 
afford. 

I  have,  &c., 

(Signed)  ABBOTT  LAWRENCE. 


*  Mr.  Piddington. 


28  THE  WIND  AND  CURRENT  CHARTS. 

[Inclosure — 4.] 
Circular  to  Governors  of  British  Colonies. 

Downing  Street, 

November  29,  1838. 

Sir:  I  transmit  to  you  a  copy  of  a  work  lately  published  by  Lieut.-Col.  Keid  of  the  Royal 
Engineers,  entitled  "  The  Law  of  Storms."  The  object  of  the  work  is  to  develop,  with  a  view  to  practical 
uses  in  navigation,  the  laws  by  which  storms  and  variable  winds  are  governed.  In  order  to  make  an 
inquiry  of  this  nature  truly  useful,  it  is  essential  that  the  facts  connected  with  such  phenomena  should 
be  collected  and  arranged  over  an  extended  surface,  and  that  accurate  records  of  them  should  be  kept 
by  persons  whose  education  and  scientific  or  jDrofessional  avocations  enable  them  to  estimate  the  value 
of  such  records. 

It  has  been  suggested  to  me  that  such  records  could  be  most  easily  obtained,  and  the  inquiries  on 
which  Colonel  Reid  has  entered  be  most  advantageously  followed  up,  by  inviting  the  co-operation  of 
captains  of  ports,  masters  of  light-houses,  harbor-masters,  and  others,  whose  professional  pursuits  naturally 
lead  to  the  observation  of  atmospheric  phenomena. 

A  perusal  of  the  inclosed  work  will  convince  you  of  the  interest  and  importance  of  this  inqxiiry,  and 
I  feel  assured  that  you  will  be  anxious  to  do  all  in  your  power  for  its  promotion. 

I  would,  therefore,  request  you  to  communicate  with  such  officers  or  private  individuals  in  the  colony 
under  your  government,  as  may  appear  to  you  best  qualified  to  furnish  information  on  the  subject, 
pointing  out  to  them  the  service  which  they  would  render  to  science,  by  keeping  journals  of  such 
phenomena  as  may  come  under  their  respective  observations. 

The  form  in  which  such  journals  should  be  kept  is  suggested  in  the  memorandum  herewith  inclosed. 

If  you  should  succeed  in  setting  on  foot  a  system  of  observations,  you  will  have  the  goodness  to 
transmit  to  Her  Majesty's  Government,  half  yearly,  an  abstract  of  the  journals  at  your  command ;  and  I 
would  suggest  that  you  should  endeavor,  as  much  as  possible,  to  obtain  authentic  information  of  the  same 
nature  from  the  foreign  countries  in  your  neighborhood. 

I  have,  &c., 

(Signed)  GLENELG. 


Memorandum  respecting  the  Reconk  to  he  hcpt  of  the  State  of  the  Weather  in  British  Colonies. 

The  captains  of  ports,  harbor-masters,  and  keepers  of  light-houses,  or,  where  those  ofiicers  do  not 
exist,  some  other  competent  public  functionar}',  should  be  requested  to  keep  journals  of  the  weather,  on 
the  principle  of  the  log-books  of  ships.  A  column  should  be  specially  reserved  for  inserting  the  height 
of  the  barometer. 

Under  the  head  of  "  Remarks,"  should  be  entered  all  Meteorological  Observations  considered  worthy 
of  particular  notice. 

When  a  keeper  of  a  journal  may  hear  that  a  vessel  has  encountered  a  storm,  he  will  enter  in  it  any 


A    UNIVERSAL   SYSTEM   OF   OBSERVATIONS.  29 

information  on  the  subject  which  he  can  rely  on,  togetlier  with  the  name  of  the  ship,  of  lier  owner,  and  of 
the  port  to  which  she  may  belong. 

With  the  view  of  tracing  the  course  of  storms,  the  Trinity  Board  of  Loiulon  have  given  directions 
for  the  adoption  of  measures  to  obtain  a  more  accurate  record  of  the  state  of  the  weather  than  has  hitherto 
been  kept  at  the  light-houses  of  Great  Britain  and  Ireland. 

The  keepers  of  these  lights  having  the  opportunity  of  taking  their  observations  by  night  as  well  as 
by  day,  great  advantage  may  be  derived  from  employing  them  in  this  manner.  Officers  in  charge  of 
colonial  light-houses,  should  be  instructed  to  keep  similar  journals.  In  noting  the  wind's  force,  both  in 
the  harbor-masters'  journals  and  in  the  light-house  reports,  it  is  desirable  that  the  officers  should  adojit 
the  numbers  for  denotino;  the  streuoth  of  the  wind  in  use  at  Greenwich  Observatory,  and  about  to  be 
introduced  at  the  light-houses  under  the  Trinity  Board. 

In  the  cases  of  St.  Ilelena  and  Ascension,  it  is  desirable  that  more  precise  information  respecting  the 
"Eollers"  at  those  Islands  should  be  obtained. 

As  the  object  of  Her  Majesty's  Government,  in  instituting  these  inquiries,  is  the  advancement  of 
knowledge  or  science  generally,  the  Governors  of  the  several  British  Colonies  will  consider  how  far  it  may 
be  in  their  power  to  obtain  useful  information  bearing  on  the  subject,  from  countries  adjoining  to  their 
government  in  the  possession  of  foreign  powers,  or  how  far  it  may  be  useful  to  the  study  of  meteoro- 
logy, to  exchange  the  observations  made  within  their  governments,  for  those  of  other  countries  in  the 
neighborhood. 

If  at  any  time  desired,  there  would  be  no  objection  to  the  publication,  in  the  colonial  newspapers,  of 
extracts  from  the  journals.* 


I  have  deemed  the  foregoing  necessary  to  a  proper  understanding  of  the  question  herewith  submitted 
to  the  seafaring,  meteorological,  and  scientific  communities  of  the  world,  and  for  the  information  of  all 
others,  upon  whose  co-operatiou  and  assistance  the  successful  accomplishment  of  the  inqiortant  objects  in 
view  depends. 

It  will  be  observed  that  the  meteorologists  and  Government  of  Great  Britain  have  already  taken  steps 
for  enlisting  a  large  corps  of  laborers  in  the  meteorological  field,  and  that  the  American  proposition  is 
offered  only  as  an  amendment  thereto. 

To  make  the  system  complete,  it  appeared  necessary  to  spread  it  out  over  the  sea,  as  well  as  the  land ; 
and  to  secure  the  requisite  concert  of  action  among  observers  in  all  countries,  it  was  thought  advisable  to 
propose  a  conference  of  meteorologists  generally,  at  which  the  kind  and  construction  of  the  instruments  to 
be  used,  the  subjects  of  observation,  the  time  and  method  of  observing,  with  the  forms  for  recording  and 
reducing  the  observations,  &c.  may  be  discussed  and  arranged ;  and  at  which,  also,  all  the  arrangements 


*  See  pp.  21-29— Appendix   to    Instructions  for   taking    Meteorological   Observations   at  the   Principal   Foreign   Stations  of   the 
Royal  Engineers. 


30  THE  WIND  AND  CURRENT  CHARTS. 

for  a  universal  system  of  observation,  including  a  series  for  tlie  sea  as  Avell  as  for  the  land,  may  be  made, 
and  the  plans  for  carrying  it  oiit  recommended  for  the  approval  and  adoption  of  those  upon  whose  co- 
operation the  successful  prosecution  of  the  scheme  must  rely.  It  is  proposed  that  this  conference  shall  be 
as  general  as  is  the  field  of  research;  and,  therefore,  it  is  desired  that  all  those  who  have  it  in  their  power 
to  assist,  will  take  part  in  its  proceedings  either  by  personal  representation  or  written  communication,  as 
to  them  may  seem  best. 

The  time  and  place  for  holding  this  conference,  have  not  been  agreed  upon  ;  but  as  soon  as  they  are, 
tliey  will  be  made  known.  In  tlie  mean  time,  communications  liave  been  addressed  to  the  diplomatic 
functionaries  of  the  various  governments  represented  near  Washington,  requesting  them  to  bring  the 
subject  to  the  notice  of  their  governments.  The  replies  of  these  gentlemen  are  encouraging ;  they  give 
reason  to  expect  that  their  governments  will  give  the  proposition  a  favorable  consideration. 

After  the  details  of  the  plan  shall  have  been  agreed  upon  in  conference,  it  is  supposed  that  the  parties 
therein  represented  will  co-operate  in  giving  effect  to  the  plan,  by  directing  the  observations  to  be  made 
according  to  it,  on  board  public  ships,  at  military  posts,  at  light-houses,  hospitals,  and  all  other  govern- 
ment establishments  and  institutions  at  which  it  may  be  convenient  or  desirable  to  institute  a  series  of 
meteorological  observations. 

But,  as  important  as  such  a  co-operation  on  the  part  of  governments  would  be,  and  as  greatly  to  be 
desired  as  it  is,  that  co-operation  would  by  no  means  cover  the  whole  ground;  nor  would  the  corps  of 
laborers  thus  brought  into  the  field,  though  every  state  in  Christendom  should  unite  in  the  scheme,  be 
sufiicient  to  gather  the  harvest  that  it  is  proposed  to  reap. 

The  plan,  though  it  fully  recognizes  the  value  of  the  aid  which  governments  can  give,  by  no  means 
overlooks  the  importance  of  that  kind  of  co-operation  and  aid  which  is  to  be  derived  from  the  hearty  good- 
will of  good  men,  and  from  the  voluntary  co-operation  of  that  powerful  corps  of  meteorological  observers 
and  navigatoi's  who  labor  in  the  private  walks  of  life. 

"  Man  is  a  meteorologist  by  nature ;"  and  every  one  who  observes  the  wind  and  the  weather,  and  who 
is  in  the  habit  of  noting  the  thermometer  and  the  barometer,  is  already  an  observer  whose  services  it  is 
desirable  to  secure,  and  whose  labors  in  the  field  meteorological,  the  plan  in  contemplation  proposes  to 
make  available.  In  like  manner,  "  all  who  go  down  to  the  sea  in  ships,"  are  invited  to  co-operate;  for  they, 
too,  are  observers.  That  this  immense  corps  of  laborers,  who  ai'c  already  in  the  field,  should  act  in  concert 
and  "  pull  together,"  is  the  object  of  the  present  plan.  Therefore,  the  men  of  science,  the  scientific 
societies,  the  shijiowners  and  shipmasters,  the  directors  of  corporations,  and  the  faculties  of  universities, 
and  tlie  members  of  the  various  institutions  for  the  promotion  of  science,  and  good  men  everywhere,  are 
requested  to  lend  this  scheme  their  good-will,  their  influence,  their  aid,  and  their  co-operation. 

The  importance  of  concert  among  meteorologists  all  over  the  world,  and  of  co-operation  between 
the  observer  on  the  shore  and  the  navigator  at  sea,  so  that  any  meteorological  jihenomenon  may  be  traced 
throughout  its  cycle  both  by  sea  and  laud,  is  too  obvious  for  illustration,  too  palpable  to  be  made  plainer 
by  argument.     And  therefore  the  jiroposition    for  a  general  conference,  to  arrange  the  details  of  such  a 


A   UNIVERSAL   SYSTKJI   OF   OBSERVATIONS.  31 

comprehensive  system  of  observations,  addresses  itself  to  every  friend  of  science  and  lover  of  the  useful 
in  all  countries. 

The  domain  of  this  science  is  the  atmosphere ;  its  boundaries  embrace  the  land  and  cover  the  sea.  To 
comprehend  the  laws  which  govern  the  movements  of  a  machine  so  vast  as  it  is,  requires  that  its  operations 
should  be  observed  in  all  its  parts,  and  watched  from  all  points  at  the  same  time.  Its  motions  are  freer 
and  less  obstructed  over  the  water  than  they  are  by  the  land  and  across  the  mountains.  Indeed,  the 
ocean  itself  may,  in  one  sense,  be  regarded  as  a  grand  expression  of  meteorological  agencies  ;  therefore,  the 
good-wiU  and  friendly  co-operation  of  private  ship-owners  and  masters,  in  all  maritime  countries,  is  con- 
sidered of  great  importance  to  the  cause  in  hand.  •    ■  •      .  .     ■  ■    ' 

Many  of  these,  in  America,  have  already  shown  their  willingness  to  enter  this  field  as  co-laborers. 
Several  hundreds  of  them  are  alread}"  co-operating  with  me  in  a  system  of  observations  according  to  a 
prescribed  form,  and  from  which  several  highly  important  results,  both  practical  and  scientific,  have 
already  been  obtained.  It  is  presumed  that  the  ship-owners  and  masters  of  other  countries  will  be  equally 
as  willing,  and  equally  as  zealous  to  second  ami  to  take  part  in  such  a  system  of  observations  as  those  of 
America  have  shown  themselves  to  be. 

These  observations  at  sea  possess  a  double  value ;  they  help  us,  as  do  those  on  the  land,  to  a  right 
understanding  of  the  meteorological  machinery  of  the  earth ;  and  they  also  help  us  in  the  safe  navigation 
of  the  seas  and  in  the  industrial  pursuits  of  commerce. 

By  how  much  the  commercial  marine  of  every  country  is  more  extensive  than  its  naval,  by  so  much 
more  valuable  is  the  assistance  which  the  former  is  capable  of  rendering.  How  far  are  the  owners  and 
masters  of  the  private  ships  under  the  various  flags,  inclined  to  furnish  their  vessels  ■wdth  the  necessary 
instruments — to  use  them — to  record  the  observations  all  according  to  the  same  form — and,  at  the  end  of 
each  voyage,  to  transmit  them  to  the  Eepository  that  may  be  designated  to  receive  them  ? 

Upon  the  answer  Avhicli  the  seafaring  community  of  each  nation  shall  give  to  this  question,  depend 
the  importance  of  the  aid,  and  the  value  of  the  co-operation  which  they  will  render  in  this  undertaking. 
If  they  will  but  unite  in  one  long  pull  together,  the  ocean,  at  their  word,  may  be  covered  with  floating 
observatories,  each  one,  without  interruption  to  owners  or  inconvenience  to  master,  propounding,  as  he 
goes,  the  same  questions  to  Nature  ;  and  all  of  them  may,  at  the  same  instant,  though  scattered  over  the 
whole  face  of  the  earth,  be  extracting  and  recording  her  answers  thereto. — These  answers,  when  brought 
together,  compared,  and  sifted,  cannot  fail  to  reveal  truths  and  principles  of  the  highest  interest  to  mankind. 

The  missionaries  who  are  stationed  among  the  islands  and  in  heathen  lands,  form  also  a  class  capable 
of  rendering  the  most  valuable  assistance  in  any  comprehensive  system  of  meteorological  observations. 
As  a  corps  of  observers  they  are  not  to  be  excelled — they  visit  parts  of  the  world  which  cannot  be  brought 
under  the  system  except  through  their  instrumentality.  "While  teaching  savage  man  the  principles  of 
Christianity,  and  spreading  around  him  the  blessings  of  civilization,  these  devout  men  have  also  rendered 
most  important  services  to  the  cause  of  science ;  and  it  is  not  doubted  that  when  such  a  subject  as  this 
shall  be  brought  to  their  notice,  they  will  gladly  lend  it  co-operation  also. 


o2  THE  WIND  AND  CURRENT  CHARTS. 

Suc]i  are  the  classes  and  the  individuals  for  whose  consideration  I  now  submit  the  proposition  for  a 
universal  system  of  meteorological  observations,  for  concert  of  action  between  the  navigator  at  sea  and  the 
observer  on  shore,  and  for  a  general  conference  in  which  all  the  details  connected  with  such  a  system  shall 
be  discussed  and  arranged. 

As  before  stated,  the  subject  has  been  brought  ofiicially  before  the  various  governments  through  the 
regularly  appointed  channels  of  communication.     They  have  been  invited  to  assist  and  co-operate. 

It  is  jiroposed,  therefore,  before  taking  any  definite  action  either  as  to  the  ftirther  details,  or  as  to  the 
time  and  place  for  holding  the  conference,  to  wait  for  the  replies  to  these  communications.  In  the  mean 
time,  however,  I  avail  myself  of  this  means  of  bringing  the  subject  to  the  notice  of  the  meteorologists, 
navigators,  and  the  friends  of  science  generally,  with  the  hope  that  thereby  the  cause  will  be  advanced, 
and  that  all  whose  good-will,  friendly  counsels,  and  co-operation  are  concerned,  will  take  the  matter  into 
consideration,  and  be  prepared  to  lend  their  support  to  a  scheme  which  has  for  its  object  nothing  but 
univei-sal  good. 

To  prevent  misconception,  it  is  proper  to  state  that  the  plan  proposed  is  based  upon  the  principle  of 
voluntary  co-operation,  and  that  I  have  no  authority  to  pledge  the  Government  of  the  United  States  for  * 
any  expense  whatever. 

All  of  which  is  respectfully  submitted, 

M.  F.  MAURY, 

Lieut.   U.  S.  N* 
U.  S.  N.  Observatory, 

Decemhcr  13,  1851. 

Brazil,  Chili,  Peru,  New  Granada,  Sardinia,  the  King  of  the  Sandwich  Islands,  the  Holy  See,  and  Den- 
mark, with  many  Scientific  Societies  and  learned  philosophers,  readily  responded  to  the  proposition,  and 
appointed  representatives  with  whom  I  might  consult  as  to  details. 

But  when  the  original  proposition,  as  amended  by  the  American  Government  to  include  the  sea  also 
in  the  system  of  research,  went  back  to  the  British  Government,  it  was  by  that  Government  referred  to  the 
President  and  Council  of  the  Royal  Society  for  a  report. 

This  gave  the  subject  a  new  aspect,  as  will  appear  from  the  following. 

April  29,  1852.     At  a  Council  of  the  Royal  Society  :— 

Present — The  Earl  of  Rosse,  President,  in  the  Chair.  Mr.  Bell ;  Mr.  Bowman ;  Mr.  Brooke ;  Prof. 
Challis;  Mr.  Christie;  Dr.  Clark;  Sir  Philip  Edgerton,  Bart.;  the  Dean  of  Ely;  Mr.  Gassiot;  Sir  John 
F.  Herschel,  Bart.;  Professor  Miller;  Lieut.-Col.  Portlock,  R.  E.;  Colonel  Sabine,  R.  A.;  Mr.  Solly;  Mr. 
Spence ;  Captain  Smyth,  R.  N. 


*   Vide  the  pamplilet  "On  tlie  Establishmeut  of  a  Uaiversal  System  of  Meteorological  Observations,  by  Sea  and  Land,"  published 
at  the  National  Observatory,  1851. 


MKTKOKULOGICAL    OKSEKVATIONS    AT    SEA.  33 

The  Minutes  ol'  tlie  last  meeting  were  read  and  confinncJ.  ' 

Colonel  Sabine  reported  tliat  the  Committee  to  whieh  Mr.  Addington's  letter  and  the  ueeoniiianying 
documents  were  relei'red,  had  agreed  upon  the  Ibllowing  draft  oI"  a  letter  to  be  addressed  to  Mr.  Addington 
by  the  Secretary. 

"Somerset  House,  J/oy,  1852. 

"Sir:  I  have  the  honor  to  acknowledge  the  receipt  of  your  letter  of  Alareh  the  4th,  transmitting,  by 
direction  of  the  Earl  of  ^[alinesbury,  several  documents  received  frinn  foreign  governments  in  ivply  to  a 
proposal  made  to  them  by  Her  Majesty's  Government,  for  their  co-operation  in  establishing  a  unifurui 
system  of  recording  meteorological  observations,  and  requesting  the  opinion  of  the  President  and  Council 
of  the  lloyal  Society  in  reference  to  a  proposition  which  has  been  made  by  the  Government  of  the  United 
States,  respecting  the  manner  in  which  the  proposed  co-operation  should  be  carried  out. 

"Having  submitted  your  letter  with  its  inelosvires  to  the  President  and  Council  of  the  lloyal  Socictj',  I 
am  directed  to  convey  to  you  the  following  reply. 

"  With  reference  to  the  subject  of  well-directed  and  .systematically  conducted  meteorological  observations 
generally,  and  to  the  encouragement  and  support  to  be  given  to  them  by  the  governments  of  diflereut 
countries,  the  President  and  Council  are  of  opinion  that  they  are  highly  deserving  of  such  consideration, 
not  only  for  their  scientific  value,  but  also  on  account  of  the  important  bearing  which  correct  climato- 
logieal  knowledge  has  on  the  welfare  and  material  interests  of  the  people  of  every  countrj^. 

"With  reference  to  the  proposal  for  the  establishment  of  a  uniform  jilan  in  respect  to  the  instruments 
and  modes  of  observation,  the  President  and  Council  are  not  of  opinion  that  any  practical  advantage  is 
likely  to  be  obtained  by  pressing  such  a  proposition  in  the  present  state  of  meteorological  science.  Most 
of  the  principal  governments  of  the  European  Continent,  as  Russia,  Prussia,  Austria,  Bavaria,  and  Belgium, 
have  already  organized  establishments  for  climatological  researches  in  tlieir  respective  States,  and  have 
placed  them  under  the  superintendence  of  men  eminently  qualified  by  theoretical  and  practical  knowledge, 
and  whose  previous  publications  had  obtained  for  them  a  general  European  reputation.  Such  men  are 
Kupffer,  Dove,  Kriel,  Lamont,  and  Quetelet ;  under  whose  directions  the  meteorological  observations  in  the 
above-named  countries  are  proceeding;  the  instruments  have  been  constructed  under  their  care,  and  the 
instructions  drawn  up  and  published  by  them  under  the  sanction  of  their  respective  governments.  The 
observations  as  they  are  made  are  sent  to  them,  are  reduced  and  co-ordinated  under  their  superintendence, 
and  are  published  at  the  expense  of  the  governments.  Every  year  is  now  producing  publications  of  this 
nature  in  the  countries  referred  to,  and  by  the  rapid  intercommunication  of  these,  the  results  of  the  experi- 
ence of  one  country,  and  the  modifications  and  improvements  which  experience  may  suggest,  become 
quickly  known  to  all.  To  call  on  countries  already  so  advanced  in  systematically  conducted  meteorological 
observations  to  remodel  their  instructions  and  instruments,  with  a  view  of  establishing  uuiforniity  in  these 
respects,  would  probably,  if  pressed,  elicit  from  other  governments  also  the  reply  which  Her  Majesty's 
Government  have  received  from  Prince  Schwarzcnberg,  conveyed  in  the  P^arl  of  AVeslrnoreland's  letter  to 
5 


31  TilE   WIND   AND   CajRRENT   CHAKTS. 

Viscount  Palmei-stoii,  viz:  the  transmission  of  a  copy  of  tlie  instructions  which  liavc  been  given  to  the 
Meteorological  Observatories,  forty-live  in  number,  in  the  Austrian  dominions,  and  a  reference  to  the 
results  obtained  at  those  observatories,  which  are  stated  to  be  in  regular  course  of  publication. 

"In  an  earlier  stage,  when  these  establishments  were  either  forming  or  were  only  in  contemplation,  it 
was  considered  that  advantage  might  arise  from  a  discussion  of  the  objects  to  be  principally  kept  in  view, 
and  of  the  instruments  and  methods  by  which  these  might  be  most  successfully  prosecuted.  For  this 
purpose,  a  conference  was  held  at  Cambridge,  in  England,  in  1845,  which  was  attended  by  many  of  the 
most  distinguished  meteorologists  in  Europe,  and  amongst  tliem  by  all  the  gentlemen  whose  names  are 
above  stated,  and  who  were  expressly  sent  by  their  resjiective  governments.  The  impulse  communicated 
bv  this  assemblage  was  without  doubt  highly  beneficial,  and  the  influence  of  the  discussions  which  toolc 
place  may  perhaps  be  traced  in  some  of  the  arrangements  under  wdiich  the  researches  in  different  countries 
are  now  proceeding;  but  in  the  stage  to  which  they  have  advanced,  it  maybe  doubted  whether  any 
measures  ai'c  likely  to  be  more  beneficial  than  those  which  would  increase  the  facilities  of  a  cheap  and 
rapid  intercommuuicatii.)n  of  the  results  of  the  researches  which  are  in  progress. 

"  With  reference  '  to  the  suggestions  made  by  the  scientific  men  of  the  United  States,'  the  proposi- 
tion of  Lieutenant  Maury,  to  give  a  greater  extension  and  a  more  systematic  direction  to  the  meteorolo- 
gical observations  to  be  made  at  sea,  appears  to  be  deserving  of  the  most  serious  attention  of  the  Board  of 
Admiralty.  In  order  to  understand  the  importance  of  this  proposition,  it  will  be  proper  to  refer  to  the 
system  of  observations  which  has  been  adopted  of  late  years  in  the  Navy  and  Merchant  service  of  the 
United  States,  and  to  some  few  of  the  results  to  wdiich  it  has  already  led.  Instructions  are  given  to  naval 
captains  and  masters  of  ships,  to  note  in  their  logs  the  points  of  the  compass  from  wdiich  the  wind  blows, 
at  least  once  in  every  eight  hours ;  to  record  the  temperature  of  the  air,  and  of  the  water  at  the  surface, 
and  when  practicable,  at  considerable  depths  of  the  sea ;  to  notice  all  remarkable  phenomena  which  may 
serve  to  characterize  particular  regions  of  the  ocean,  more  especially  the  direction,  the  velocity,  the  depths, 
and  the  limits  of  the  currents.  Special  instructions  also  arc  given  to  whalers,  to  note  down  the  regions 
where  whales  are  found,  and  the  limits  of  the  range  of  their  different  species.  A  scheme  for  taking  these 
observations  regularly  and  systematically,  was  submitted  by  Lieut.  Maurj'  to  the  Chief  of  the  Bureau  of 
Ordnance  and  Hydrography,  in  1842,  and  instantly  adopted  ;  detailed  instructions  were  given  to  every 
American  shipmaster,  upon  his  clearing  from  the  Custom-house,  accompanied  by  a  request  that  they 
would  transmit  to  the  proper  office,  after  their  return  from  their  vo3'age,  copies  of  their  logs,  as  far  at  least 
as  they  related  to  these  observations,  with  a  view  to  their  being  examined,  discussed,  and  embodied  in 
Charts  of  the  Winds  and  Currents,  and  in  the  compilation  of  Sailing  Directions  to  every  port  of  the  globe. 
For  some  years  the  instructions  thus  furnished  received  very  little  attention,  and  very  few  observations 
were  made  or  communicated;  the  publication,  however,  in  1848,  of  some  charts,  founded  upon  the  discus- 
sion of  the  scanty  materials  which  had  come  to  hand,  or  which  could  be  collected  from  other  sources,  and 
which  indicated  much  shorter  routes  than  had  hitherto  been  followed  to  Eio  and  other  ports  of  South 
America,  was  sufficient  to  satisfy  some  of  the  more  intelligent  shijimasters  of  the  object  and  real  import- 


METEOKOLOGrCAI,    OUSKKVATIONS   A'l'   SEA.  35 

ance  of  the  scheme,  and  in  less  than  two  A'ears  from  that  time  it  had  received  the  cordial  co-operation  of 
the  masters  of  nearly  every  ship  that  sailed.  At  the  present  time  there  are  nearly  1,000  masters  of  ships 
who  are  engaged  in  making  these  observations;  they  receive  freely  in  return  the  Charts  of  the  Winds  and 
Currents,  and  the  Sailing  Directions  which  are  formed  upon  them,  corrected  up  to  the  latest  period. 

"  Short  as  is  the  time  that  this  system  has  been  in  operation,  the  results  to  which  it  has  led  have 
proved  of  very  great  importance  to  the  interests  of  navigation  and  commerce.  The  routes  to  many  of  the 
most  frequented  ports  in  diflerent  parts  of  the  globe  have  been  materially  shortened ;  that  to  St.  Francisco,  in 
California,  by  nearly  one-third  ;  a  system  of  southwardly  monsoons  in  the  equatorial  regions  of  the  Atlantic 
and  on  the  west  coast  of  America  has  been  discovered;  a  vibratory  motion  of  the  trade-wind  zones,  and 
with  their  belts  of  calms  and  their  limits  for  every  month  of  the  year,  has  been  determined ;  the  course, 
bifurcations,  limits,  and  other  ithenomena  of  the  great  Gulf  Stream  have  been  more  accurately  defined,  and 
the  existence  of  almost  equally  remai'kable  systems  of  currents  in  the  Indian  Ocean,  on  the  coast  of  China, 
and  on  the  Xorth-wcstern  coast  of  America  and  elsewhere  has  been  ascertained;  there  are,  in  fact,  ver}'  few 
departments  of  the  science  of  meteorology  and  hydrography  which  liave  not  received  very  valuable  addi- 
tions; whilst  the  most  accurate  determination  of  the  parts  of  the  Pacific  Ocean  (which  are  very  limited  in 
extent)  where  the  sperm-whale  is  found,  as  well  as  the  limits  of  the  range  of  those  of  other  species,  has 
contributed  very  materially  to  the  success  of  the  American  whale  fishery,  one  of  the  most  extensive  and 
productive  of  all  the  fields  of  enterprise  and  industrj'. 

"The  success  of  this  s\-stem  of  co-operative  observations  has  already  led  to  the  establishment  of 
societies  at  Bombay  and  Calcutta,  for  obtaining,  by  similar  means,  a  better  knowledge  of  the  winds, 
currents,  and  the  course  of  the  streams  of  the  Indian  sea.?. 

"But  it  is  to  the  Government  of  this  country  that  the  demand  for  co-operation,  and  for  the  inter- 
change of  observations,  is  mo.st  earnestl}"  addressed  by  the  Government  of  the  United  States;  and  the 
President  and  Council  of  the  Eoyal  Society  express  their  hope  that  it  will  not  be  addressed  in  vain.  We 
possess  in  our  ships  of  war,  in  our  packet  service,  and  in  our  vast  commercial  navy,  better  means  of  making 
such  observations,  and  a  greater  interest  in  the  results  to  which  they  lead,  than  any  other  nation  :  for  this 
purpose,  every  ship  which  is  under  the  control  of  the  Admiralty  should  be  furnished  with  instruments 
properly  constructed  and  compared,  and  with  proper  instructions  for  using  them.  Similar  instructions  for 
making  and  recording  observations,  as  for  as  their  means  will  allow,  should  be  given  to  every  ship  that 
sails,  with  a  request  that  they  will  transmit  the  results  of  them  to  the  Ilydrographer's  Office  of  the 
Admiralty,  where  an  adequate  staff  of  oSicers  or  others  should  be  provided  for  their  prompt  examination, 
and  the  publication  of  the  improved  Charts  and  Sailing  Directions  to  which  they  would  lead;  above  all,  it 
seems  desirable  to  establi.sh  a  prompt  communication  with  the  Ilydrographer's  Office  of  the  United  States, 
so  that  the  united  labors  of  the  two  greatest  naval  and  commercial  nations  of  the  world  may  bo  combined, 
with  the  least  practicable  delaj-,  in  promoting  the  interests  of  navigation. 

"The  President  and  Coimcil  refer  to  the  documents  which  have  been  submitted  to  them,  and  more 
especially  to  the  'Explanations  and  Sailing  Directions  to  accompany  Wind  and  Current  Charts,'  prepared 


86  TIIK    WIND    AXn    CURRENT    f'lTARTS. 

by  Lieutenant  Mav^rj^,  for  a  more  detailed  account  of  tliis  system  of  co-operative  observations,  and  of  the 
grounds  iipon  whicli  they  have  ventured  to  make  the  preceding  recommendations." 

(Signed)  "S.  IIUNTEE  OIIEISTIE,  Sec.  R.  S." 

"  11.  U.  Addi.vgtox,  Esq." 
"Resolved — that  this  report  be  adopted,  and  that  the  Secretary  be  requested  to  write  a  letter  to  this  effect, 

ajjproved  by  the  Commitiee." 


Jirport  of  Li<-iilcnant  Maurtj  to  the.  Sixretnnj  of  Ihe  N^avt/. 

N.\TrOXAT,  ORSERVATORV,    W'i.<;Iiiii;//(Jil,  Xon-mhcr  6,  1852. 

Sir:  P>v  a  commnnieation  of  December  0,  1831,  from  the  Navy  I)e})artriieiit,  1  was  instructed  to 
confer  with  Her  IJritanuic  Majesty's  officers  and  others,  with  regard  to  the  establishment  of  a  universal 
system  of  meteorological  observations.  I  was  directed  also  to  report  progress  from  time  to  time  to  the 
Navy  Department.     This  I  now  have  the  honor  to  do. 

That  no  time  might  be  lost  with  regard  to  a  measure  that  gives  promise  of  such  universal  benefits,  I 
immediately  published  a  pamphlet  in  explanation  of  the  proposition,  and  of  the  steps  which  had  been  taken 
with  regard  to  it. 

A  copy  of  this  pamphlet,  entitled  "  On  the  Establishment  of  a  Universal  System  of  Meteorological 
Observations  by  Sea  and  Land,"  I  have  the  honor  herewith  to  forward. 

Steps  were  taken  to  bring  the  subject  to  the  notice  of  the  various  governments  with  which  the  United 
States  were  in  friendly  and  diplomatic  intercourse.  To  this  end.  Ministers  and  Diplomatic  Agents  were 
addressed,  requesting  them  to  bring  the  subject  to  the  notice  of  the  proper  functionaries  abroad,  and  to 
convey  an  invitation  for  co-operation. 

Tlie  main  object  of  this  plan  of  meteorological  observations,  so  far  as  the  aim  wliich  the  United 
States  had  especially  in  view  is  concerned,  was  to  bring  the  sea  regularly  within  the  domain  of  active 
and  systematic  meteorological  research,  and  make  it  a  field  in  wliich  maritime  nations  miglit  all  act 
together  and  in  concert  for  the  common  good  of  mankind. 

This  proposition  was  offered  as  an  amendment  to  one  from  Great  Britain,  inviting  the  co-operation  of 
the  United  States  in  an  arrangement  "for  the  purpose  of  enabling  the  oflicers  of  the  Royal  Engineers  at 
foreign  stations  to  take  meteorological  observations  upon  a  uniform  jilan." 

At  the  time  that  this  amendment  was  offered,  it  was  not  known  here  that  the  Government  of  Great 
Britain  had  invited  the  co-operation  of  other  governments  generally  in  the  plan  which  she  had  jaroposed 
for  the  "  nineteen  stations"  of  her  Royal  Engineers. 

Moreover,  as  the  proposition  to  establish  a  uniform  plan  of  making  and  recording  meteorological 
observations  on  shore,  seems  to  meet  with  more  or  less  opposition  among  meteorologists,  I  would 
recommend  that  the  United  States  should  afford,  as  for  as  practicable,  the  co-operation  asked  for  by 
Great  Britain  in  the  first  place;  abandon,  for  tlie  ju-esent,  at  least,  that  part  of  the  "universal  system" 


METEOROLOGICAL   OHSEKVATIONS   AT   SEA.  37 

wliicli  relates  to  tbe  land,  and  direct  our  efforts  mainly  to  the  sea,  wlicre  there  is  such  a  rich  harvest  to 
be  gathered  for  commerce  and  navigation,  as  well  as  liir  the  increase  of  knowledge,  the  advancement  of 
science,  and  the  benefit  of  man. 

I  am  farther  induced  to  make  this  recommendation  in  consequence  of  the  evident  reluctance  witli 
which  Russia,  Austria,  Bavaria,  Belgium,  and  other  jwwers,  seem  to  regard  any  change  in  their  system  of 
meteorological  observations  on  shore,  and  under  which  some  of  their  savans,  as  Dove,  Kriel,  Lamout, 
Quetelet,  ct  aL,  have  obtained  a  world-wide  reputation.  ...  ,■ 

On  the  land,  the  field  is  already  well  tilled  with  lal)orers;  it  has  been  occupied  for  a  long  time,  and 
each  countiy  seems  to  have  adopted  a  system  of  its  own,  according  to  which  its  laborers  have  been 
accustomed  to  work,  and  to  which  its  meteorologists  are  more  or  less  partial. 

Any  proposition  having  in  view,  for  these  S3'stems,  a  change  so  radical  as  to  bring  tliom  to  uniformity, 
and  reduce  them  to  one  for  all  the  world,  would,  I  have  reason  to  believe,  be  regarded  with  more  or  less 
jealousy  by  many;  and  thougli  there  be  not  a  few  societies  and  individuals  of  great  eminence  and  worth, 
such  as  the  Academy  of  Sciences  of  France,  the  Meteorological  Society  of  Great  Britain,  and  the  Royal 
Danish  Society  of  Sciences,  that  have  manifested  a  readiness  to  entertain  propositions  to  such  an  effect ; 
yet  meteorology  is  a  science,  wliich  depends  so  much  for  progress  ujioii  harmony,  co-operation,  and 
mutual  accord  of  observers,  that  I  have  deemed  it  expedient  not  to  press  observers  on  the  land  for  any 
co-operation  with  observers  at  sea,  except  such  as  tliey  will  willingly  give  in  their  own  way,  and 
according  to  their  own  plan. 

Independent  of  these  considerations,  there  is  another,  which  should  be  paramount  in  inducing  us  not 
to  press  the  proposition  for  a  universal  system  of  Meteorological  Observations  on  the  land,  and  a  general 
co-operation  of  meteorologists  therein  : — 

The  British  Government,  which  had  taken  the  lead  in  that  feature  of  the  plan,  upon  the  receipt  of 
the  American  proposition  to  include  the  sea  also,  and  make  the  plan  universal,  referred  the  subject  to  the 
President  and  Council  of  the  Royal  Society  for  a  i-eport. 

That  Society,  at  its  sitting  of  the  29th  of  April  last,  adopted  a  rejiort  upon  the  sidiject  Avhich  had  been 
brought  before  it  by  command  of  the  Earl  of  ]\Ialmesbury,  in  which,  "with  reference  to  the  proposal  for 
the  establishment  of  a  universal  plan,  in  respect  to  instnurients  and  modes  of  observations"  on  the  hind, 
the  opinion  is  expressed,  that  no  "practical  advantage  is  likely  to  be  obtained  by  pressing  such  a 
proposition,  in  the  present  state  of  meteorological  science." 

Bowing  to  the  authority  and  weight  of  this  opinion — respect  for  the  source  \\'hence  it  emanates,  and  a 
]iroper  regard  for  the  circumstances  under  which  it  was  called  forth,  seem  to  render  any  farther  action, 
witli  regard  to  the  land  feature  of  the  plan,  highly  inexpedient,  not  to  say  indelicate,  and  therefore 
improper,  on  our  part. 

Not  so,  however,  with  regard  to  the  sea ;  that  meets  with  decided  favor  and  earnest  support. 

In  the  report  already  alluded  to,  the  President  and  Council  of  the  Royal  Society  hold  the  following 
language  with  reference  to  the  suggestions  made  by  the  scientific  men  of  the  United  States:  "The  propo- 


OO  TRK    WINTt    AND    CUUREXT    CIIAKT.-l. 

sition  of  Lieut.  Maury,  to  give  a  greater  extension  and  a  more  systematic  direction  to  tbe  meteorological 
observations  to  be  made  at  sea,  appears  to  be  deserving  of  tlie  most  serious  attention  of  the  Board  of 
Admiralty.  In  order  to  luiderstand  tlie  importance  of  this  proposition,  it  will  be  pi'opur  to  refer  to  the 
system  of  observations  which  has  been  adopted  of  late  years  in  the  Navy  and  Merchant  service  of  the 
United  States,  and  to  some  few  of  the  results  to  which  it  has  already  led.  Instructions  are  given  to  naval 
captains  and  masters  of  ships,  to  note  in  their  logs  the  points  of  the  compass  from  which  tlie  wind  blows, 
at  least  once  in  every  eight  hours ;  to  record  the  temperature  of  the  air,  and  of  the  water  at  the  surface,  and 
when  practicable,  at  considerable  depths  of  the  sea;  to  notice  all  remarkable  phenomena  which  may  serve 
to  characterize  particular  regions  of  the  ocean,  more  especially  the  direction,  the  velocity,  the  depth,  and 
the  limits  of  the  currents.  Special  instructions  also  are  given  to  whalers  to  note  down  the  regions  where 
whales  are  found,  and  tlie  limits  of  the  range  of  tlicir  difterent  species.  A  scheme  for  taking  these 
observations  regularly  and  systematically  was  submitted  by  Lieut.  Maury  to  the  Cliief  of  the  Bureau  of 
Ordnance  and  Hydrography,  in  1842,  and  instantly  adopted.  Detailed  instructions  were  given  to  every 
American  shipmaster,  upon  his  clearing  from  the  Customdiouse,  accomivinied  by  a  recpaest  that  they 
would  transmit  to  the  proper  office,  after  their  return  from  their  voyage,  copies  of  their  logs,  as  ftir  at 
least  as  they  related  to  these  observations,  with  a  view  to  their  being  examined,  discussed,  and  embodied  in 
Charts  of  the  Winds  and  Currents,  and  in  the  compilation  of  Sailing  Directions  to  every  port  of  the  globe. 
For  some  years  the  instructions  thus  furnished  received  very  little  attention,  and  very  few  observations 
were  made  or  connnunicated ;  the  puljlication,  however,  in  1848,  of  some  charts,  founded  upon  the  discus- 
sion of  the  scanty  materials  wliich  had  come  to  hand,  or  which  could  be  collected  from  other  sources,  and 
which  indicated  much  shorter  routes  than  had  hitherto  been  followed  to  Eio,  and  other  parts  of  South 
America,  was  suliicient  to  satisfy  some  of  the  more  intelligent  shipmasters  of  the  object  and  real  importance 
of  the  scheme,  and  in  less  than  two  years  from  that  time  it  had  received  tlie  cordial  co-operation  of  the 
masters  of  nearly  every  ship  that  sailed.  At  the  present  time,  there  are  nearly  1,000  masters  of  ships 
who  are  engaged  in  making  these  observations;  they  receive  ireely  in  return  the  Charts  of  the  Winds  and 
Currents,  and  the  Sailing  Directions  which  are  formed  upon  them,  corrected  up  to  the  latest  period. 

"  Short  as  is  tlie  time  that  this  system  has  been  in  operation,  the  results  to  which  it  has  led  have  proved 
of  very  great  importance  to  the  interests  of  navigation  and  commerce.  The  routes  to  many  of  the  most 
frequented  ports  in  difterent  parts  of  the  globe  have  been  materially  shortened ;  tiiat  to  San  Francisco,  in 
California,  by  nearly  one-third.  A  system  of  southwardly  monsoons  in  the  ecpiatorial  regions  of  the  Atlan- 
tic and  on  the  west  coast  of  America  has  been  discovered;  a  vibratory  motion  of  the  trade-wind  zones,  and 
with  their  belts  of  calms  and  their  limits  for  every  month  of  the  year  has  been  determined  ;  the  course,  bifur- 
cations, limits,  and  other  ]ilienomena  of  the  great  Gulf  Stream  have  been  more  accurately  defined,  and  the 
existence  of  almost  equally  remarkable  systems  of  currents  in  the  Indian  Ocean,  on  the  coast  of  China, 
and  on  the  North-western  coast  of  America  and  elsewhere  has  been  ascertained.  There  are,  in  fact,  very 
few  departments  of  the  science  of  meteorology  and  hydrography  which  have  not  received  very  valuable 
additions ;  whilst  the  most  accurate  determination  of  tljc  parts  of  the  Pacific  Ocean  (which  are  very  limited 


METEOROLOGICAL  OBSEKVATIONS  AT  SEA.  39 

in  extent)  where  the  sperm-whale  is  found,  as  well  as  the  limits  of  the  range  of  those  of  other  species,  lias 
contributed  ygtj  materially  to  the  success  of  the  American  Avhale  fishery,  one  of  the  most  extensive  and 
productive  of  all  the  fields  of  enterprise  and  industr3^ 

"The  success  of  this  system  of  co-operative  observations  has  already  led  to  the  establishment  of 
societies  at  Bombay  and  Calcutta,  for  obtaining,  by  similar  means,  a  better  knowledge  of  the  winds, 
currents,  and  the  course  of  the  streams  of  the  Indian  seas. 

"  But  it  is  to  the  Government  of  this  country  that  the  demand  for  co-opieratiou,  and  for  the  interehan"'c 
of  observations,  is  most  earnestly  addressed  by  the  Government  of  the  United  States ;  and  the  I'resident 
and  Council  of  the  Eoyal  Society  express  their  hope  that  it  will  not  be  addressed  in  vain. 

"  We  possess  in  our  ships  of  war,  in  our  j^aeket  service,  and  in  our  vast  commercial  navy,  better 
means  of  making  such  observations,  and  a  greater  interest  in  the  results  to  which  they  lead,  than  any  other 
nation;  for  this  purpose,  every  ship  which  is  under  the  control  of  the  Adniii'alt}-  should  be  furnished  with 
instruments  properly  constructed  and  compared,  and  with  proper  instructions  for  using  them.  Similar 
instructions  for  making  and  recording  observations,  as  far  as  their  means  will  allow,  should  be  given  to 
every  ship  that  sails,  with  a  request  that  they  will  transmit  the  results  of  them  to  the  Hydrographer's 
Oflfice  of  the  Admiralty,  where  an  adequate  staff  of  officers  or  others  should  be  provided  for  their  prompt 
examination,  and  the  publication  of  the  improved  Charts  and  Sailing  Directions,  to  which  they  would  lead ; 
above  all,  it  seems  desirable  to  establish  a  prompt  communication  with  the  Hydrographer's  OflBce  of  the 
United  States,  so  that  the  united  labors  of  the  two  greatest  naval  and  commercial  nations  of  the  world 
may  be  combined,  with  the  least  practicable  delay,  in  promoting  the  interests  of  navigation. 

"  The  President  and  Council  refer  to  the  documents  which  have  been  sul)mitted  to  them,  and  more 
especially  to  the  '  Explanations  and  Sailing  Directions  to  accompany  Wind  and  Current  Charts,'  prepared 
by  Lieutenant  Maury,  for  a  more  detailed  account  of  this  system  of  co-operative  observations,  and  of  the 
grounds  upon  which  they  have  ventured  to  make  the  preceding  recommendations." 

Moreover,  at  the  last  meeting  of  the  British  Association,  held  a  few  weeks  ago,  its  President,  in  his 
address  remarked:  "The  activitj'  which  has  prevailed  so  greatly  of  late,  in  the  collection  of  meteorological 
data,  has  been  almost  exclusively  confined  to  that  portion  of  the  surface  of  the  globe  which  is  occupied  by 
land,  although  the  portion  covered  by  the  ocean  is  not  only  much  greater  in  extent,  but  is  also  better 
suited  for  the  solution  of  several  meteorological  problems. 

"Many  striking  examples  might  be  adduced  to  show  that  it  is  systematic  direction,  and  not  individual 
zeal,  in  naval  men,  which  has  been  wanting;  a7id  it  has  been,  therefore,  with  great  satisfaction,  that  meteorologists 
have  learned  that  a  proposition  has  been  mack,  from  the  United  States  Government,  conjointly,  and  in  co-operation, 
for  a  system  of  meteorological  observations  to  be  viade  at  sea,  in  all  ships  belonging  to  the  naval  service  of  the 
two  countries,  and  sufiiciently  simple  to  be  participated  in  by  the  merchant  service  also. 

"In  a  partial  trial  which  has  already  been  made  in  the  United  States,  it  has  been  found  to  produce 
results  which,  exclusive  of  their  scientific  bearing,  are  of  great  importance  to  the  interests  of  navigation  and 


40  THE  WIND  AND  CURKENT  CHARTS. 

commerce  in  materialhj  shortening  jMssagcs,  by  the  knowledge  of  prevailing  winds  and  cnrrents,  at  pai'ticular 
seasons."  "  The  practical  advantage  arising  from  the  co-ordination  of  the  observations  in  the  Ilydrographic 
Office  of  the  United  States,  and  the  circulation  of  the  Charts  of  the  Winds  and  Currents,  and  the  Sailing 
Directions  formed  on  them,  have  been  such,  and  so  appreciated,  that  there  are  now,  as  is  stated,  more  than 
1,000  American  ships  engaged  in  malcing  them.  The  request  for  British  co-operation  in  an  undertaking 
so  honorable  to  the  country  in  which  it  originated,  was  referred  in  the  Spring  of  this  year  by  the  Earl  of 
Malmesbury  to  the  President  and  Council  of  the  Royal  Society  for  a  report.         *         *  *  *  * 

Doubtless,  we  can  now  estimate  only  a  small  part  of  the  advantages  which  terrestrial  physics,  as  Avell  as 
hydrography  and  navigation  would  derive  from  the  concurrent  exertions  of  the  two  great  maritime  nations, 
in  the  way  which  has  been  pointed  out." 

Such  are  the  reasons  and  the  circumstances  which  induce  me  to  recommend  an  abandonment,  for  the 
present,  of  the  land  portion,  and  to  urge  farther  action  with  regard  to  that  which  includes  the  sea.  This 
meets  the  ajiproval  of  all  who  have  expressed  opinions  with  regard  to  it;  many,  great,  and  obvious  are  the 
advantages  which  it  promises  to  navigation  and  commerce,  and  all  that  seems  wanting  now  to  get  it  fairly 
under  way  is  the  adoption  of  the  necessary  preliminary  arrangements. 

These  relate  chiefly  to  the  subjects  of  observations,  the  instruments  to  be  used,  and  the  modes  and 
methods  of  making  the  observations  and  of  treating  them.  The  abstract  logs,  as  the  forms  used  by  the 
American  shipmasters  for  making  and  recording  observations  at  sea,  for  this  office,  are  called,  were 
intended  principall}''  for  the  commercial  marine;  and  therefore  they  only  embrace  such  objects,  and  require 
only  such  instruments  as  the  masters  of  American  merchant  vessels  generally  are  accustomed  to  use  and  to 
make. 

These  observations  have  lieen  carried  far  enough  to  show  the  great  need  there  is  for  nicer  instruments, 
for  more  accurate  observations,  and  for  including  among  the  objects  to  be  observed,  certain  things  which 
are  generally  passed  over  unobserved  by  navigators. 

As  it  is  desired,  therefore,  that  the  navies  of  all  maritime  nations  should  co-operate  and  make  these 
observations  in  such  a  manner,  and  with  such  means  and  implements,  that  the  system  may  be  uniform,  and 
the  observations  made  on  board  one  public  ship  be  readily  referred  to  and  compared  with  the  observations 
made  on  board  all  other  public  ships,  in  whatever  part  of  the  world;  and  moreover,  as  it  is  desirable  to  enlist 
the  voluntary  co-oi?eration  of  the  commercial,  as  well  as  the  military  marine  of  all  nations,  in  this  system 
of  research,  it  becomes  not  only  proper,  but  politic,  that  the  forms  of  the  abstract  logs  to  be  used,  the 
description  of  the  instruments  to  be  employed,  the  things  to  be  observed,  with  the  manipulation  of  the 
instruments,  and  the  methods  and  modes  of  observation,  should  be  the  joint  work  of  the  principal  parties 
concerned. 

Wherefore,  in  discussing  the  requisite  forms  and  instructions  fir  this  purpose,  I  should  be  glad  to 
have  the  assistance  in  counsel  and- advice  of  the  most  eminent  navigators. 

For  these  rea.soiis,  I  request  that  the  Board  of  Admiralty,  and  the  Ministers  of  Marine  of  France, 


METEOROLOGICAL    OHSEKVATIONS    AT    SEA.  41 

Eussia,  Holland,  Denniai-k,  Sweden,  and  Prussia,  be  invited,  cacli,  to  ajipoint  fur  this  purpose  an  offieer,  to 
meet  nie  at  sucli  time  and  plaee  as  shall  be  agreed  upon. 

Respectfully,  &c., 

l\.  V.  MAURY, 

Litui.  u.  s.  y^">''j. 

lion.  John  P.  Kennedy, 

Secrctarij  of  the  .^'uri/,   WunliiiKjlon. 


Invitations  Avore  thereupon  issued  by  Mr.  Everett,  the  Secretary  of  State;  and  accordingly  a,  maritime 
conference,  for  the  purpose  of  devising  a  uniform  plan  of  observations  at  sea,  met  in  Pi-lisscIs,  Tuesday 
the  23d  of  August,  1853. 

It  consisted  of  representatives  from  Portugal,  France,  England  and  Belgium,  Denmark,  Sweden  and 
Norway,  and  from  Russia,  Holland,  and  the  United  States. 

My  letter  of  appointment,  which  bears  date,  U.  S.  Navy  Department,  8th  July,  1853,  under  the  signa- 
ture of  the  Hon.  J.  C.  Dobbin,  Secretary  of  the  Navy,  says : — 

"  By  your  letter,  addressed  to  this  Department  under  date  of  the  18th  ultimo,  I  am  infonned  that  the 
Emperor  of  Russia,  and  the  kings  of  Sweden,  Norway,  Holland,  and  Denmark,  have  each  signified  their 
acceptance  of  the  invitation  to  appoint  an  officer  to  confer  as  to  the  details  of  a  uniform  system  of  observa- 
tions at  sea,  or  that  they  manifested  a  disposition  to  accede  to  the  proposition,  so  soon  as  the  time  and 
place  for  the  conference  should  be  named. 

"The  Department  having  approved  of  your  suggestion  as  to  the  place  and  time  of  meeting,  viz: 
Brussels,  and  Tuesday  the  23d  of  August  next,  you  are  hereby  appointed,  on  the  part  of  the  Navy  De- 
partment of  the  United  States,  to  meet  the  representatives  of  other  navies  in  conference  upon  the  subject 
of  a  uniform  system  of  observations  on  board  of  vessels  of  war  at  sea ;  and,  for  this  pui-pose,  you  will 
proceed  to  Brussels,  where  you  will  endeavor  to  arrive  by  the  day  named  for  the  meeting." 

The  Belgian  Government,  acting  up  to  the  enlightened  views  for  which  it  is  deservedh'  celebrated, 
admitted  this  conference  to  its  capital  with  marks  of  the  most  friendly  consideration. 

A  place  of  meeting  in  the  Hotel  of  the  Minister  of  the  Interior  was  kindly  ofiered,  and  every  facility 
for  conducting  deliberations  and  for  publishing  accounts  of  proceedings  was  afforded  by  command  of  his 
Majesty,  the  King  of  the  Belgians. 

It  will  be  observed  from  my  letter  of  instructions,  quoted  above,  that  the  object  of  this  conference  was 
to  devise  "a  uniform  system  of  observations  on  board  VESSELS  OF  war  at  sea;"'  that  it  did  not  refer  to 
the  land,  nor  was  it  intended  to  prcscrlle  a  form  for  merchantmen,  though  it  luid  for  its  object  their  co- 
operation. 

I  had,  after  arriving  at  Brussels,  reason  to  regret  that  the  proposition  to  include  the  land  also,  and 
make  the  plan  universal,  had  been  withdrawn,  or  rather,  temporarily  abandoned. 

In  my  letter  of  November  6,  1852,  to  the  Secretary  of  the  Navy  (p.  36),  I  had,  in  deference  to  the 
views  expressed  by  the  President  and  Council  of  the  Royal  Society  of  London,  in  their  report  of  May, 
6 


42,  THE  WIND  AND  CURRENT  CHARTS. 

1852  (p.  83),  to  Mr.  Addington,  recommended  (p.  -iO),  "  an  abandonment,  for  the  present,  of  tlie  land 
portion"  of  the  plan. 

But  when  I  arrived  at  Brussels,  and  came  to  compare  notes,  I  found  reason  to  believe  that  the  Presi- 
dent and  Council  of  the  Eoyal  Society,  in  their  report  to  the  British  Government,  were  mistaken  in  their 
opinion  as  to  the  light  in  wliich  some  of  the  most  distinguished  European  meteorologists  at  least  would 
regard  the  proposition  for  the  establishment  of  a  universal  system  of  meteorological  observations. 

M.  Quctelet  exceedingly  regretted  that  he  had  been  quoted  on  that  occasion,  as  one  opposed  to  such  a 
system.  On  the  contrary,  he  thought  that  much  good  would  come  of  a  system  of  observations  Avhich 
should  secure  the  co-operation  of  meteorologists  both  by  sea  and  land.  So  far  from  being  opposed  to  it,, 
he  avowed  himself  as  an  ardent  friend  of  the  measure,  and  thought  if  the  land  feature  had  not  been 
temporarily  abandoned  that  it  would  have  met  Avith  decided  success. 

He  was  of  ojiinion,  moreover,  that  Dov^  also,  and  Kriel  too,  would  both  favor  so  grand  and  beneficent 
a  proposition  as  was  that  to  bring  both  the  laud  and  the  sea  I'cgularly  within  the  domains  of  systematic 
nieteoi'ological  research. 

I  had  the  pleasure  to  receive,  also,  while  at  Brussels,  a  letter  from  the  eminent  Russian  meteorologist, 
Kupffer,  expressing  the  0|iinion  that  his  Government  stood  ready  to  co-operate,  throughout  her  extensive 
system  of  meteorological  observatories,  with  the  plan  proposed  by  the  conference  for  the  sea,  should  the 
conference  think  jiroper  to  invite  such  a  co-operation. 

This  communication  was  received  with  much  satisfaction  by  the  Conference.  But  the  co-operation  was, 
not  invited,  simply  because  the  members  thought  they  had  no  authority  to  include  the  land,  and  that,  to 
invite  co-operation  there,  would,  be  travelling  out  of  the  record. 

I  also  received,  while  in  Brussels,  official  information  that  the  Government  of  Her  Majesty,  the  Queen 
of  Portugal,  had  appointed  Doctor  Guilherme  J.  A.  D.  Pegado,  Professor  of  Physics  in  the  Polytechnic 
School  of  Portugal,  to  confer  with  me  ujion  the  subject  of  "a  iiniversal  system  of  meteorological. 
observations."* 

Captain  James,  R.E.,  one  of  the  British  representatives  at  the  Brussels  Conference,  informed  me  that 
Spain  had  actually  sent  to  England  for  tlie  standard  instruments,  &c.,  requisite  for  such  a  system  of 
observations.     She  exjiressed  herself  in  favor  of  it. 

Also  M.  Ballot,  the  enterprising  meteorologist  of  Holland,  declared  himself,  both  by  letter  and  after- 
wards in  person,  when  I  had  the  pleasure  of  making  his  acquaintance  in  Amsterdam,  earnestly  in  favor 
of  such  a  system.  The  Meteorological  Society  of  Great  Britain  has,  through  its  officers,  also  declared, 
in  favor  of  the  proposition. 

The  French  Academy  of  Sciences  entertained  in  tlie  most  favorable  manner  the  proposition,  as  it. 


*  Extract  frmn  Dr.  Pegadn's  letter,  rcccivcil  nt  r.riissel.8:  "  Le  Gouvernement  Je  S.  M.  la  Ueinc  du  Portugal,  a  bien  touIu  me 
fairc  la  grace  dc  me  charger  de  I'honorable  mission  de  recevoir  vos  ordres  en  tout  ce  qui  concerne  le  haut  sujet  du  systfeme  universel 
dcs  observations  m^tdorologiques,  et  son  application  ,aux — Wind  and  Current  CTarts— svijet,  auquel  vous  avez,  Monsieur,  je  le  dis  avec 
le  plus  grand  plaisir,  unc  si  grande  part  de  gluire.'' 


UNIVERSAL   SYSTEM   OF   METEOROLOGICAL   OBSERVATIONS   BY   SEA   ANJ)    LAND.  43 

originally  came  from  this  ofTicc,  in  1851,  viz:  to  iucluilc  tlie  sea,  and  make  the  plan  universal.  In  proof 
of  tbis,  I  quote  two  letters  from  M.  Jomard,  tlie  distinguished  French  savant,  to  Itobert  Walsh,  my 
esteemed  friend  and  fellow-citizen: — 

Paris,  Fehmary  1,  1852. 

Esteemed  and  Scientific  Friend  :  I  have  read  with  lively  interest  the  project  of  having  meteoro- 
logical observations  made  simultaneously,  and  in  a  uniform  plan,  by  all  enlightened  nations.  Far  from 
having  objections  to  put  forth,  I  have  only  praises  to  offer  for  the  advances  which  your  compatriots  have 
made  towards  uniting  in  one  combination  the  partial  results,  which,  scattered  about,  and  from  want  of 
a  cordial  and  common  understanding,  would  never  bear  much  fruit.  The  reason  is  evident ;  it  is,  that 
meteorological  phenomena  commonly  embrace  large  extents  of  country,  covering  the  territories  of  several 
nations.  The  adoption  of  such  a  plan  has,  moreover,  the  great  advantage  of  drawing  closer  the  bonds 
of  union  among  the  peoples.  In  fine,  it  would  be  opening  the  way  to  the  establishment  of  a  periodical 
scientific  congress,  which  I  have  long  desired,  in  order  to  regulate  the  scientific  inrpiiries  wliieli  interest 
all  civilized  people.  You  are  perhaps  au'arc  of  what  I  have  written  on  the  uniformity  to  be  introduced 
in  the  units  of  measure,  in  nomenclature,  in  the  expression  of  altitudes,  &c.  No  one,  therefore,  can  rejoice 
more  than  I  at  seeing  the  commencement  of  operations  of  a  system  of  meteorological  labors. 

But  as  I  have  expressed  the  wish  that  Baron  Yon  Humboldt  were  put  at  the  head  of  the  reform,  he 
it  is  again  to  whom  we  must  look  to  take  in  hand  the  meteorological  work.  And  there  is  another  reason 
yet  more  urgent ;  the  Baron  Humboldt  is  the  very  man  who  has  caused,  by  the  weight  of  his  name, 
the  establishment  of  magnetic  observatories  in  twenty  different  regions  among  all  kinds  of  people;  his 
enterprise  has-  continued  for  twenty  or  thirty  years ;  I  had  myself  the  pleasure  of  seeing  one  established 
at  Cairo ;  at  the  other  cxtreuiitv  of  Africa  there  is  another  of  these  stations ;  there  is  even  one  in  Australia. 

It  is,  then,  under  his  patronage  you  should  place  the  matter  which  now  occupies  your  scientific 
compatriots  and  the  learned  of  England.  His  name,  and  that  of  M.  Arago,  will  cause  success  to  the 
proposed  institution.  It  is  sufiTicient  to  say  that  my  name  ought  not  to  ajijjear  in  the  confidential  letter  of 
M.  Maury,  to  whom  I  am  for  the  rest  well  known. 

You  can  say  to  him  that  no  one  appreciates  more  than  I  do  the  merits  of  his  Charts  of  ^Ylmh  and 
Currents,  and  the  immense  service  he  renders  to  navigation  and  the  conamercc  of  all  people — what  do  I 
say? — to  humanity  and  to  civilization. 

In  the  magnetic  stations  of  Baron  Humboldt,  they  make  all  the  meteorological  observations.  They 
note  at  all  times  the  pressure  of  the  atmosphere;  the  temperature  and  hj'grometrical  state  of  the  air;  the 
quantity  of  rain;  the  force,  intensity',  and  direction  of  the  wind;  the  declination  and  intensity  of  the 
magnetic  needle.  All  this  is  well  known  in  England.  They  are  also  there  occupied  with  electrical 
phenomena,  which  play  so  great  a  part  in  the  constitution  of  the  atmosphere.  It  is  by  the  combined  study 
of  all  these  elements  that  we  are  to  discover  laws,  if  this  be  possible.  An  engineer  of  roads  and  bridges, 
M.  Morin,  has  established  for  this  object  an  extensive  correspondence  these  twenty-five  or  thirty  years, 
and  has  published  successively  this  meteorological  correspondence. 


44  TIIK   WIND   AND   CURRENT   CHARTS. 

I  see  by  tbe  letters  of  MM.  Webster  and  Graham  tliat  they  do  not  say  a  word  of  the  European 
conference,  an  idea  suggested  in  the  report  of  M.  Maury;  but  this  should  not  hinder  our  progress.  It  is 
not  probable  that  your  Government  will  disavow  a  thought  as  ivise  as  nsefiil. 

I  hope,  Monsieur  and  friend,  that  all  the  above  may  meet  with  your  approval,  and  that  you  will  not 
blame  me  for  answering  so  much  at  length,  and  not  limiting  myself  to  a  "cast  mine  eye  over  the  inclosed 
letter." 

Thousand  thanks  for  your  indefatigable  and  effectual  kindness. 

JOMARD. 

Mnuday  JtJreninij,  FvJiruar)/  9,  1852. 

Monsieur  and  Friend:  I  hasten  to  inform  you  that  the  Academy  of  Sciences,  in  its  session  of  to-day, 
and  upon  motion  of  M.  Arago,  has  apjjointed  a  committee  to  make  a  report  upon  the  project  of  establishing 
a  uniform  method  of  meteorological  observations  vjmn  both  land  and  sea,  embracing  the  question  of  an  interna- 
tional conference,  so  admirably  suggested  by  your  scientific  compatriot  M.  Maury.  M.  Arago  has  entered 
into  the  interesting  details,  and  rendered  a  deserved  tribute  to  the  American  observers. 

(To  Mr.  Walsh.)  JOMARD. 

"My  friend  Mr.  ^Faury,"  says  Walsh,  in  his  superserijition  to  the  note,  "will  see  by  the  above  that  the 
affair  is  launched.  I  put  his  letter  to  me  into  the  hands  of  Arago,  after  having  submitted  it  to  M. 
Jomard." 

That  great  and  wise  man  cherished,  until  his  death,  the  project  for  a  universal  system  of  observations. 
The  Avish  was  dear  to  his  heart. 

Indeed,  but  a  few  weeks  before  his  death,  he  is  said  to  have  intimated  disappointment  and  regret  that 
the  Brussels  Conference  was  not  upon  a  more  comj^rehensive  plan. 

The  members  of  the  Maritime  Conference,  at  Brussels,  without  exception,  each  expressed  himself  in 
fixvor  of  a  system  of  meteorological  observations  more  comprehensive  than  that  which  they  were  devising 
for  the  sea.  They  saw  the  necessity  and  admitted  the  importance  of  a  i)lan  which,  including  both  sea  and 
land,  should  become  universal.  They  seemed  one  and  all  to  be  of  opinion  that  it  would  not  be  diflicult  to 
devise  a  plan  which  would  secure  the  co-operation  of  meteorologists  on  shore  and  afloat,  and  thus  cause  to  be 
occupied  the  whole  field  of  meteorology,  with  a  corps  of  observers  acting  in  concert  and  working  together, 
for  the  promotion  of  science  and  the  good  of  tlio  world. 

In  virtue  of  the  authority  given  to  me  by  the  Secretary  of  the  Navy,  in  his  letter  of  December  6, 
18.")1  (p.  22),  I  hastened,  iji  December  of  that  year,  to  address  notes  to  the  proper  functionaries  of  or  in 
Great  Britain,  France,  Prussia,  Russia,  Spain,  Denmark,  the  Pontifical  States,  Turkey,  Belgium,  Austria, 
The  Netherlands,  Sweden  and  Norway,  Two  Sicilies,  and  Parma,  Portugal,  Sardinia,  Guatemala,  Brazil, 
Argentine  Republic,  Chili,  Mexico,  Nicaragua,  Venezuela,  Peru,  New  Granada,  Bavaria,  Sandwich  Islands, 
China,  Ecuador,  and  the  East  Indies,  requesting  that  some  one  should  be  appointed  by  the  Government  of 


UNIVERSAL   SYSTEM   OF   METEOROLOGICAL    OBSERVATIONS   BY   SEA   AND    LAND.  45 

each  of  the  above-named  countries,  with  wliom  I  might  correspond  and  confer  touching  a  universal  system 
of  meteorological  observations. 

The  East  Indian  Company  rejjlied  to  the  effect  that  its  co-operation  had  already  been  pledged  to  the 
British  Government,  in  the  plan  proposed  by  Captain  James  to  the  Inspector-General  of  Fortifications. 
But  Piddington,  of  Calcutta,  is  in  fovor  of  the  more  comprehensive  system.     So  too  is  Buist,  of  ]^ond)ay. 

And  as  farther  evidence  as  to  tlic  interest  Avhicli  meteorologists  and  navigators  in  that  important  part 
of  the  world  feel  with  regard  to  this  subject,  I  may  mention  the  fact  that,  at  the  Mauritius,  a  meteorological 
society  has  been  organized  under  the  most  favorable  auspices,  and  that  it  has  set  most  enthusiastically  and 
actively  to  work,  with  the  avowed  intention  of  co-operating  with  us  here,  in  the  system  whicli  relates  to  the 
sea.  Meldrum  is  zealoiisly  lending  his  valuable  assistance  to  this  plan,  and  he  has,  in  the  ]iersons  of  two 
gallant  young  officers,  noble  seconds,  wlio  are  pledged  to  devote  their  energies,  wliicli  are  most  promising, 
to  the  cause. 

The  mercliants  and  others,  of  Bombay,  also,  backed  by  the  Geograjihical  Society  of  that  plai;e,  have 
raised  monev,  and  liave  now  in  process  of  coiistruction,  a  set  of  charts  for  tlie  Indian  Ocean,  a  la  "The 
Wind  and  Current  Charts"  of  this  Ofiice. 

But  for  the  casualty  of  disease  by  the  way,  India  would  liavc  lieen  represented  in  tlie  Maritime  Con- 
ference of  Brussels,  thus  assuring  us  of  the  interest  she  feels  in  the  matter. 

Dr.  Buist  attended  the  last  meeting  of  the  British  Association,  at  Hull.  Iia  a  letter,  which  I  had  the 
pleasure  to  receive  from  him,  dated  October  3,  1853,  he  says: — 

*         ■"  *         '■■         "  I  pointed  out  to  the   good  folks  at  Hull,  that  we  liad  estimated  in  India  that 

charts  such  as  yours,  for  tlie  Eastern  sea.s,  would  save  us  from  a  quarter  to  half  a  million  annually,  and 
tliat  the  entire  charge  proposed  to  be  imposed  on  the  Treasury  of  Ihigland,  would  probably  be  covered 
by  the  saving  effected  to  conmierce  in  a  single  week  or  da}'.''       *         *         *         *         *         *         *         * 

Tliis  is  but  one-half  of  the  system;  it  relates  only  to  the  sea.  Include  the  land,  and  you  gre.atly  in- 
crease the  value  of  the  results. 

No  reply,  as  might  have  been  expected,  came  either  from  the  Sultan  of  Turkey  or  the  Emperor  of  China, 
with  regard  to  this  national  invitation.  But  the  American  Board  of  Foreign  Missions  stand  ready,  I  feel 
assured,  with  its  able,  faithful,  and  diligent  corps  of  missionaries,  uot  only  in  Turkey  and  China,  but  in  all 
other  heathen  or  pagan  lands,  to  lend  us  a  most  powerful  co-operation.  So  too,  I  suppose,  would  the  mis- 
sionaries from  all  the  States  of  Christendom  be  found  willing  and  ready  co-operators  in  an  enterprise 
which,  like  their  own  sacred  calling,  has  so  many  benign  influences  to  recommend  it  to  the  friendly  notice 
of  good  and  wise  men. 

The  Holy  See,  with  that  enlightened  regard  for  the  advancement  of  science  which  marks  his  reign, 
at  once  accepted  the  invitation,  and  appointed  my  excellent  friend  Secchi,  the  distinguished  Director  of  the 
Observatory  at  Kome,  to  confer  with  me  upon  the  subject. 

Secchi  is  decidedly  in  fevor  of  the  most  comprehensive  system  of  meteorological  research.  lie  takes 
the  same  view  that  other  friends  of  the  measure  take  with  regard  to  the  advantages  to  be  derived  from  a 
general  congress  of  metc^ornlogists. 


46  THE  WIND  AND  CURRENT  CHARTS. 

Enlist  His  Holiness  in  this  cause,  and  we  Lave  one  of  the  most  powerful — if  not  the  most  powerful — 
meteorological  allies  that  the  world  affords. 

Eoman  Catholic  missionaries,  Roman  Catholic  colleges,  institutions  of  learning,  charity,  and  religion, 
dot  the  islands  of  the  sea,  and  embellish  the  savage  face  of  the  earth.  The  intimation  of  a  wish,  the  hold- 
ing up  of  an  example  from  Eome,  would  convert  all  these  institutions  and  stations  into  so  many  centres  of 
observation,  and  these  people  into  a  most  able  corps  of  observers,  a  most  efficient  body  of  co-operators. 

Sardinia,  in  response  to  the  invitation,  aj^pointed  the  Royal  Academy  of  Sciences  at  Turin,  and  Pro- 
fessor Bancalari,  of  the  University  at  Genoa,  to  confer  farther  as  to  the  matter. 

Brazil  named  the  Director  of  the  Observatory  of  Rio  de  Janeiro,  and  Dr.  A  ]\ranoel  de  Mello. 
Chili  appointed  the  President  of  the  University  of  Santiago.  Peru  was  willing  to  join  in,  and  New  Gra- 
nada actually  sent  Senor  Justo  Aroscmcna  to  Washington,  to  confer  with  me  the  more  fully  upon  this  in- 
teresting subject. 

Indeed,  the  two  Americas,  both  North  and  South,  may  be  set  down  as  decidedly  in  favor  of  the  uni- 
versal system. 

As  I  write,  I  receive  communications  from  the  Chilian  Minister  and  the  Dutch  Consul-General,  informing 
me  what  Chili  and  Holland  have  done,  and  are  disposed  to  do,  towards  carrj^ing  out  the  measures  in  hand. 


Extract  of  a  Letter  from  Senor  Carvallo,  Envoy  Extraordinary  and  Minister  Plenipoterdiary  of  Chili,  dr.  to 

Lieut.  Maury. 

"Chilian  Legation,  Wasliinrjton,  Kovemher  12,  1853. 

"  I  have  been  especially  requested  by  Mr.  Vidal,  the  Secretary  of  War  and  Navy  in  Chili,  to  return 
you  his  sincere  tlianks  for  the  valuable  jiresent  that  you  addressed  through  me  to  his  Department,  of  a  set 
of  trade-wind  charts,  whieli  he  did  not  receive  but  a  few  months  since,  in  consequence  of  the  long  delay  in 
Peru  of  the  vessel  that  conveyed  it. 

"Mr.  Vidal,  or  any  other  Secretary  who  may  succeed  hirn,  will  be  always  ready  to  second  your  wishes 
in  relation  to  the  observations  you  have  suggested  to  our  Navy,  or  in  any  other  way  that  might  promote 
the  advancement  of  the  important  sciences  to  which  you  have  devoted  so  successfully  your  talents  and 
efforts." 


Letter  from  J.  C.  Zimmerman.,  Esq.,  Consul-General  of  the  Netherlands,  to  Lieut.  Maury. 

"New  York,  Novemler  17,  1853. 

"I  have  been  requested  by  Ilis  Excellency,  the  Minister  of  Marine  at  the  Hague,  in  a  letter  dated  31st 
October,  to  communicate  to  you,  that,  conjointly  with  11.  E.,  the  Minister  of  the  Interior,  they  have  in  con- 
templation to  establish  a  Meteorological  Institute,  and  that  they  indulge  in  the  expectation  that  it  will 
soon  go  into  operation. 

"  In  consequence  thereof,  the  College  Zeemans  hoop  of  Amsterdam,  and  the  Society  for  the  Promotion 
of  Navigation  at  Rotterdam,  liave  been  invited  to  urge  the  owners  or  agents  of  Netherland  vessels  to  send 


JIETEOROI-OCaCAL    OBSERVATIONS   AT   SEA.  47 

the  journals  (log-books)  of  tlieir  vessels  to  the  Department  of  tlie  Interior,  where  Lieut.  M.  11.  Janseii,  of 
n.  M.  Navy,  will  be  directed  l)y  me  to  extract  therefrom  wliulever  may  appear  to  be  useful  for  the  service 
of  meteorolog3^" 

Also  the  Baron  Von  Grabow,  of  the  Prussian  Legation,  has  called  to  explain  wliy  Prussia  was  not 
represented  at  the  Brussels  Conference.  It  was  owing  to  the  circumstance  that  notice  of  the  Conference 
was  not,  through  some  miscarriage,  received  in  time.  lie,  however,  w\as  authorized  t(_)  pledge  the  co-opera- 
tion of  Prussia  in  giving  eftect  to  the  recommendation  of  that  body,  and  asked  to  be  supplied  with  the 
Charts,  Sailing  Directions,  and  other  necessary  documents.  The  missionaries  would  bring  in  Africa  with 
the  East,  and  many  a  savage  isle  of  the  sea. 

The  only  unfavorable — if  that  can  be  called  unfavorable — reply  received,  to  these  first  invitations,  was 
from  Lament,  of  Bavaria.  That  no  injustice  may  be  done  him,  I  quote  his  letter,  and  I  think  that  the 
friends  of  the  move  will  see  with  me  no  determined  hostility,  or  even  any  very  decided  opposition  there  to 
the  plan.  lie  thinks  his  own  plan  and  his  own  forms  are  very  good,  and  there  is  none  to  dispute  that  they 
are  so.  lie  Avould  be  pleased  to  see  all  other  meteorologists  adopting  them,  and  so  far  as  that  would  make 
the  plau  universal,  he  is  certainly  in  favor  of  the  universal  system.  The  objections  wdiieh  he  raises  are 
founded  chiefly  upon  the  difSculties  which,  in  his  opinion,  we  should  find  in  getting  a  universal  system  of 
meteorological  observations  under  way.  But  he  did  not  know  the  extent  to  which  these  apprehended  diffi- 
culties seem  to  have  disappeared. 

Munich,  February  8,  1852.. 

Dear  Sir:  I  have  just  I'eceived  your  communication  of  Dccendjer  29,  1851,  and  will  answer  it  imme- 
diately. In  the  first  place,  I  have  to  inform  you  that  the  documents  relative  to  a  universal  svstem  of 
meteorological  observations  had  been  communicated  to  our  Government  about  three  months  ago,  by  the 
British  Minister  residing  at  Munich.  The  course  followed  by  our  Government  in  all  similar  matters  was 
followed  on  this  occasion  alsii,  and  the  documents  were  sent  to  the  Academy.  As  I  have  the  superintend- 
ence of  the  meteorological  observations  made  in  Bavaria,  and  am  the  only  member  of  the  Academy  who 
is  directly  concerned  in  this  matter,  I  had  to  report  on  the  subject. 

Now  my  opinion  concerning  this  "  universal  system  of  meteorological  observations,"  as  far  as  regards 
Bavaria,  is : — 

1.  That  a  change  in  our  system  of  observations,  the  addition  of  new  instruments,  &c.  is  in  no  way 
necessary ;  since  the  observations,  carried  on  in  the  present  form,  will  answer  the  different  purposes  to  be 
attained  by  the  "  universal  system." 

2.  That  although  the  number  of  stations  in  Bavaria  is,  in  proportion  to  the  extent  of  the  country, 
greater  than  in  most  other  countries,  yet  it  seems  expedient  to  extend  the  system  as  much  as  possible,  and 
especially  to  have  observations  made  at  certain  railway  and  telegraph  stations,  particularly  as  such  ob- 
servations may  be  made  without  inconvenience  or  additional  expense. 

3.  That  it  is  necessary  to  publish  the  whole  of  our  observations  at  the  end  of  each  yeai',  and  that  a 
sufficient  fund  must  be  provided  for  this  purpose. 


48  THE   WIXD   AND   CURRENT   CHARTS. 

This  in  general  is  the  substance  of  my  report,  which  has  been  laid  before  the  Government  by  the 
Academy. 

I  have  communicated  the  contents  of  yonr  letter,  and  the  "  currespondenee"  inclosed  in  it  to  the 
Academy,  stating  it  at  the  same  time  as  my  opinion  that,  since  the  subject  has  already  been  fully  discussed, 
it  does  not  seem  expedient  to  take  any  further  steps  till  the  resolution  of  Government  with  regard  to  the 
former  report  is  known.  For  tliis  reason,  I  am  also  persuaded  that  a  direct  application  to  the  Bavarian 
Government  on  your  part  would,  at  present,  be  of  no  avail ;  if,  however,  you  have  any  communication  to 
make,  the  only  proper  way  will  be  to  have  it  sent,  by  tlie  Secretary  of  Foreign  Affairs,  to  some  one  of  the 
American  Consuls  in  Bavai'ia,  who  will  deliver  it  to  our  Foreign  Minister. 

Believe  me,  dear  sir,  yours  vety  sincerely, 

LAM(3NT. 

P.  S.  After  having  linished  my  letter,  it  occurred  to  me  that  it  might  be  expedient  to  add  a  few 
words  with  regard  to  the  arrangement  and  superintendence  of  meteorological  stations.  The  first,  and  most 
extensive  plan,  was  formed  by  the  "  Societas  Palatina,"  in  1780  {vide  Introduction  to  the  first  vol.  of  the 
Ephemerides  Societalis  PalaUna),  but  it  never  could  be  i)nt  fully  into  execution,  owing  to  the  reluctance, 
both  of  meteorologists,  properly  so  called,  and  amateur  meteorologists,  to  place  themselves  under  the  com- 
mand, either  of  an  individual,  or  of  a  society.  In  Germany  and  in  France,  numerous  plans  have  been 
brought  out  since  1780,  all  to  very  little  purpose.  About  twelve  years  ago,  I  myself  entered  upon  the  same 
cai'eer,  and  the  result,  upon  the  whole,  was  equally  unsatisfactory.  I  am  fully  persuaded  that  it  is  impos- 
sible to  form  anything  like  a  "  well-disciplined  corps"  of  observers  except  in  Russia.  My  own  plan  now 
is  to  give  only  very  few  and  very  general  directions,  and  then,  by  private  correspondence,  and  by  visiting 
personally  the  different  stations,  to  attain  uniformity  as  far  as  possible;  in  this  manner  I  am  getting  on  very 
well.  What  the  effect  of  a  "  conference"  would  be,  may  be  seen  by  the  "  Magnetic  Conference"  at  Cam- 
bridge (England)  in  1845 ;  when  the  members  of  the  conference  returned  home,  every  one  followed  his  own 
plan,  and  did  what  he  pleased.  I  hope  to  send  you  in  some  months  a  "  Report"  on  the  state  of  our 
Observatory  (containing  at  the  same  time  a  full  detail  of  our  system  of  observations),  where  you  will  find  a 
number  of  facts  relating  to  meteorological  affairs.  The  observations  made  at  the  Meteorological  Observa- 
tory of  Hohenpersenberg,  from  1792  till  1850,  are  just  published;  you  shall  receive  a  copy  by  Mr.  Fliigel, 
together  with  a  memoir  that  I  have  lately  published,  containing  a  description  of  the  new  instruments  em- 
ployed at  the  Munich  Observatory.  L. 

The  course  which  the  Governments  of  Great  Britain,  France,  Russia,  Holland,  and  the  United  States, 
Belgium,  Denmark,  Sweden,  Portugal,  Norway,  and  Prussia,  adopted  with  regard  to  the  Maritime  Con- 
ference at  Brussels,  affords  grounds  for  the  belief  that  these  powers,  at  least,  would  favor  any  reasonable 
plan  by  which  a  universal  system  of  meteorological  observations  may  be  brought  about. 

Suffice  it  to  say,  that  no  system  can  become  universal  unless  it  be  backed  by  the  influence  and  the 
power  of  such  governments. 


METKOKOLOGICAL   OIJSEKVATJONS   AT   SEA.  49 

Since  tlic  above  was  written,  I  liave  had  the  lionor  to  receive  the  following  note,  whicli  encourages 
the  belief  that  the  good  offices  and  friendly  co-o[)eration  of  Spain  will  not  be  wanting. 


Spanish  Legatiox,  WAsniNGTON. 
Sir  :  In  compliance  with  instructions  from  Ilis  Excellency  Don  Angel  Calderou  de  la  Barca,  Iler 
Majesty's  Urst  Secretary  of  State,  under  date  of  the  11th  ultimo,  I  have  the  honor  to  communicate  to  you, 
in  the  Queen's  Eoj'al  name.  Her  Majesty's  thanks  for  the  invitation  to  detail  an  officer  of  Iler  Xavy,  to  be 
present  at  the  scientific  conference  recently  held  at  Brussels  ;  and  at  the  same  time  to  cxpi'ess  the  desire 
which  Her  Majesty  feels  to  be  informed  of  the  result  of  the  deliberations  of  that  body,  in  which,  owing 
to  accidental  circumstances,  the  Spanish  Marine  was  not  represented. 

I  am,  sir,  with  high  respect,  your  obedient  servant, 

•  JOSE  Ma.  MAGALLON. 


The  Brussels  Conference  did  not  pretend  to  prescribe  any  series  of  observations  for  merchantmen. 
They  arc  the  amateur  meteorologists  of  the  sea ;  their  assistance  is  valuable,  and  their  hearty  co-operation 
greatly  to  be  desired.  But  inasmuch  as  the  power  to  comjiel  merchant  captains  to  keep  an  abstract  log, 
according  to  the  form  prescribed,  and  with  proper  instruments,  is  not  the  same  in  all  countries;  and 
inasmuch  as  the  relations  between  the  merchant  captain  and  his  government  are  both  special  and  peculiar 
according  to  the  flag  under  which  he  sails,  it  was  deemed  wisest  and  best  to  leave  it  to  each  government  to 
select  the  columns  from  the  abstract  log  proposed,  which  its  merchantmen  should  be  required  to  fill. 

Not  so  with  the  men-of-war.     Here  the  government  has  but  to  command,  and  it  is  done. 

So,  too,  with  the  meteorologists  on  the  land.  The  great  body  of  them  also  is  made  up  of  amateurs. 
But  governments  have  their  military  posts,  their  light-houses,  hospitals,  institutions  of  learning,  observa- 
tories, and  other  public  establishments  answering  to  men-of-war,  where  meteorological  observations  have 
already  been  instituted,  or  where  they  may  be  instituted  almost  without  cost. 

Meteorological  observations,  whether  made  by  sea  or  land,  unless  they  be  discussed,  properly  co-ordi- 
uated,  and  published,  are  possessed  of  very  little  value  to  the  world.    . 

Now,  in  most  governments,  there  is  provision  already  made  for  discussing  and  publishing  such 
observations  as  are  made  at  the  government  establishments,  and  it  is  to  governments  that  we  must  look 
chiefly  for  preliminary  discussions  and  early  publications. 

The  most  liberal  and  enlightened  offer  on  the  part  of  the  Secretary  of  the  Navy,  to  furnish  with  a  set 
of  "Wind  and  Current  Charts,  every  merchant  captain,  whatever  be  his  flag,  who  will  assist  in  collecting 
materials  for  them,  secures  the  co-operation  of  this  most  able  and  efficient  class  of  observers  in  carrying 
out  the  system  of  observations  at  sea,  as  recommended  by  the  Brussels  Conference. 

A  similar  offer  on  the  part  of  each  government  to  its  own  amateur  meteorologists,  with  regard  to  the 
observations  on  the  laud,  would  not  fail  to  secure  for  the  proposed  universal  system  the  hearty  co-opera- 
tion of  this  class  also. 
7 


50  THE  WIND  AND  CURKENT  CHARTS. 

Meteorological  obsei'vations  wliich,  after  being  made,  remain  in  pigeon-lioles  without  lieing  publislied, 
bad  almost  as  well,  all  will  admit,  so  far  as  the  world  is  concerned,  not  bave  been  made.  And  meteorolo- 
gical observations,  though  never  so  well  made  at  an  isolated  station,  and  though  they  be  ably  discussed  and 
duly  published,  yet  even  they  are  possessed  of  comparatively  little  value,  unless  they  be  compared  and 
grouped  with  others  made  under  like  circumstances  in  other  parts  of  the  world.  "When  this  is  done,  then 
their  true  value  begins  to  appear. 

The  whole  earth  is  surrounded  with  meteorological  agencies,  which  have  a  direct  bearing  upon  its  pro- 
ductions, its  climates,  and  the  well-being  of  all  its  inhabitants. 

All  of  its  people  are  equally  interested  in  the  interjn-etation  of  the  laws  which  govern  those  subtile 
agencies,  and  therefore  it  is  meet  and  proper  that  all  nations  should  unite  in  one  general  effort  rightly  to 
read  them. 

So  far  as  the  sea  is  concerned,  this  has  been  done.  A  joint  national  and  individual  co-operation  has 
been  established,  and,  in  consequence  of  its  establishment,  legislatures  have  not  been  called  on  for  additional 
and  heavy  appropriations,  or  for  any  grievous  or  new  imposition  of  taxes  ;  neither  have  citizens  or  subjects 
been  subjected  to  any  new  system  of  taxation  to  carry  on  a  Avork  whicli  all  are  willing  to  support. 

Now,  so  far  as  the  land  is  concerned,  each  government  may  obtain  the  ready  and  willing  co-operation 
of  its  own  citizens  or  subjects  who  arc  engaged  observing  as  amateur  meteorologists,  and  that  too  at  a  cost 
still  more  trifling  than  that  by  which  the  ocean  has  been  brought  regularly  \\athin  the  domains  of  meteor- 
ological investigation. 

Every  State  in  Christendom  already  has  one  or  more  meteorological  observatories,  from  which 
published  observations  are  issued  to  the  world  at  occasional  or  stated  intervals. 

Now,  should  a  universal  system  be  adopted  by  these  States,  every  government  may  procure  amateur 
co-operation  within  its  own  borders  to  any  extent,  and  at  no  greater  cost  than  that  of  a  printed  copy  of  its 
observations  to  each  one  of  its  own  citizens,  who  would  provide  himself,  at  his  own  expense,  with  the 
requisite  instruments,  and  who  would  make  the  observations  according  to  the  prescribed  form,  and  return 
them  to  the  proper  office  for  discussion  and  publication. 

This  is  what  the  United  States  have  done  with  regard  to  the  observations  at  sea — two-thirds  of  the 
whole  meteorological  field  of  the  earth. — -There,  the  merchantmen  are  tlie  amateurs ;  and  by  offering  them, 
for  their  co-operation,  a  copy  of  the  nautical  works  which  their  observations  help  to  make,  the  ocean 
has  become  literally  dotted  with  floating  observatories,  already  fitted  with  instruments,  and  furnished  with 
observers  at  private  charge. 

So,  too,  au}^  required  number  of  free  volunteer  co-laborers  on  the  land,  m.ay  be  enlisted  in  this  general 
field  of  research,  merely  by  the  ofier,  on  the  part  of  their  government,  to  give  them  a  copy  of  the  published 
works  which  their  observations  may  help  to  make. 

These  amateurs  would  not.  in  many  cases  probably  be  able  to  furnish  their  observatories  with  complete 
sets  of  self-registering  instruments ;  but  as  to  the  ordinary  instruments  there  can  be  no  doubt,  and  would 
be  no  difficulty. 


METEOROLOGICAL    OiiSEUVATIONS   AT   SEA.  51 

Who  shall  take  up  this  subject  and  become  its  champion? 

My  field  is  the  sea;  and  though  many  of  the  observations  that  arc  made  there  suggest,  in  urgent  terms, 
the  importance  which  corresponding  observations  oii  shore,  and  concert  among  observers  on  the  land, 
■would  be  to  us  in  our  system  of  research,  yet  I  am  not  clear  as  to  the  propriety  of  my  taking  any  very 
active  initiatory  part  with  reference  to  the  assembling  of  a  general  meteorological  congress,  for  the  purpose 
of  devising  a  system  of  observations  which,  embracing  both  sea  and  land,  shall  be  universal.  I  hope  the 
matter  will  be  taken  up  by  abler  and  stronger  hands  by  far  than  mine. 

Eeturning  from  this  review  as  to  a  general  conference  among  meteorologists,  to  the  proceedings  of  the 
Brussels  Conference,  wdth  regard  to  the  form  of  an  abstract  log  for  merchantmen,  it  was  understood  that  the 
powei's  of  the  Conference  did  not  extend  beyond  men-of  war,  and  that  the  officers  of  the  various  navies 
therein  represented  were  better  judges  than  the  Conference  could  be,  as  to  what  observations,  and  what 
part  of  the  man-of  war  log,  the  merchantmen  of  his  country  could  or  would  undertake. 

These  principles  and  data  were,  however,  laid  down  as  indispensable,  viz :  1.  Every  log  of  every 
co-operating  merchantman,  whatever  be  his  flag,  must  give  at  the  least  the  longitude  and  latitude  of  tlic 
ship  daily ;  the  height  of  the  barometer,  and  the  readings  of  both  the  air  and  the  water  thermometer,  at  least 
once  a  day;  the  direction  and  force  of  the  wind  three  times  a  day,  first,  middle,  and  latter  part;  the  varia- 
tion of  the  compass  occasionally;  and  the  set  of  the  current  whenever  encountered.  2.  That  these  observa- 
tions, to  be  worth  having,  must  be  accurately  made,  and  that  as  every  thermometer  and  every  barometer 
has  its  sources  of  error,  consequently  every  shipmaster,  who  undertakes  hereafter  to  co-operate  witli  us, 
and  keep  an  abstract  log,  should  have  his  barometer  and  thermometer  accurately  compared  with  standard 
instruments,  the  errors  of  which  have  been  accurately  determined. 

These  errors  the  master  should  enter  in  the  log ;  the  instruments  should  be  numbered,  and  he  should 
so  keep  the  log  as  to  show  what  instrument  is  in  use.  For  instance,  a  master  goes  to  sea  with  thermo- 
meters Nos.  -1:719,  1,  12,  &c.,  their  errors  having  been  ascertained  and  entered  on  the  blank  page  for  the 
purpose  in  the  abstract  log.  He  first  uses  No.  12.  Let  it  be  so  stated  in  the  column  of  Kci narks,  when 
the  first  observation  is  recorded,  thus:  thermometer  No.  12.  During  the  voyage,  No.  12  gets  broken,  or 
for  some  reason  is  laid  aside,  and  another,  say  4719,  is  brought  into  use.  So  state,  when  the  first  observa- 
tion with  it  is  recorded,  and  quote  in  the  column  of  Eemarks  the  errors  both  of  Nos.  12  and  4719.  Now, 
with  such  a  statement  of  errors  given  in  the  log,  for  each  of  these  instruments,  according  to  its  number,  the 
observations  may  be  properly  corrected  when  they  come  up  here  for  discussion. 

It  is  as  rare  to  find  a  barometer  or  a  thermometer  that  has  no  error,  as  it  is  to  find  a  chronometer 
without  error.  A  good  thermometer,  the  error  of  which  the  maker  should  guarantee  not  to  exceed  in  any 
part  of  the  scale  1°,  wdl  cost  in  the  United  States  not  less  than  §2,  perhaps  $2  50. 

The  errors  of  thermometers  sometimes  are  owing  to  inequalities  in  the  bore  of  the  tube,  sometimes  to 
errors  of  division  on  the  scale,  &c.  Therefore,  in  comparing  thermometers  with  a  standard,  they  should  be 
compared  at  least  for  every  degree  between  melting  ice  and  blood  heat. 

The  hours  at  which  observations  are  most  important  are  denoted  by  large  figures;  and  the  columns 


52  THE  WIND  AND  CURRENT  CHARTS. 

wliich  it  is  most  important  for  merchantmen  to  fill  up  are  marked  in  the  Brussels  form,  given  in  the 
abstract  log ;  (a)  for  those  which  are  indispensable ;  (/')  for  the  next  most  imjDortant ;  (c)  for  the  next, 
and  so  on. 

We  are  now  about  to  turn  over  a  new  leaf  in  navigation,  on  which  we  may  conlidcutly  expect  to  see 
recorded  much  information  that  will  tend  to  lessen  the  dangers  of  the  sea,  and  to  shorten  the  passage  of 
vessels  trading  upon  it. 

We  arc  about  to  open  in  the  volume  of  Nature,  a  new  chapter,  under  the  head  of  Marine  Meteoro- 
logy. In  it  are  written  the  laws  that  govern  those  agents  which  "  the  winds  and  the  sea  obey."  In  the 
true  interpretation  of  these  laws,  and  the  correct  reading  of  this  chapter,  the  planter  as  well  as  the 
merchant,  the  husbandman  as  well  as  the  mariner,  and  States  as  well  as  individuals,  are  concerned.  They 
have  a  deep  interest  in  these  laws.  For  with  the  hygrometrical  conditions  of  the  atmosphere,  the  well- 
being  of  plants  and  animals  is  involved.  The  health  of  the  invalid  is  often  dependent  upon  a  dry  or  a 
damp  atmosphere,  a  cold  blast  or  a  warm  wind. 

The  atmosphere  pumps  up  our  rivers  from  the  sea,  and  ti'ansports  them  through  the  clouds  to  their 
sources  among  the  hills ;  and  upon  the  regularity  with  which  this  machine,  whose  motions,  parts,  and 
offices  we  now  wish  to  study,  lets  down  that  moisture,  and  the  seasonable  supply  of  rain  which  it  furnishes 
to  each  region  of  country,  to  every  planter,  and  upon  all  cultivated  fields,  depend  the  fruitfulness  of  this 
country,  the  sterility  of  that. 

The  principal  maritime  nations,  therefore,  have  done  well  by  agreeing  to  unite  upon  one  plan  of 
observation,  and  to  co-operate  with  their  ships  upon  the  high  seas  with  the  view  of  finding  out  all  that 
patient  research,  systematic,  laborious  investigation  may  reveal  to  its  concerning  the  winds  and  the  waves. 

Accordingly,  every  one  who  uses  the  sea  is  commanded  or  invited  to  make  certain  observations; 
or  in  other  words,  to  propound  certain  queries  to  Nature,  and  to  give  us  a  faithful  statement  of  the  replies 
she  may  make. 

Now,  unless  we  have  accurate  instruments,  instruments  that  will  themselves  tell  the  truth,  it  is 
evident  that  we  cannot  get  at  the  real  meaning  of  the  answers  that  Nature  may  give  us. 

An  incorrect  observation  is  not  only  useless  of  itself,  but  when  it  passes  undetected  among  others 
that  are  correct,  it  becomes  worse  than  useless ;  nay,  it  is  mischievous  there,  for  it  vitiates  results  that 
are  accurate,  places  before  us  wrong  premises,  and  thus  renders  the  good  of  no  value. 

With  this  explanation  to  that  gallant  corps  of  American  shipmasters  who  are  co-operating  with  me, 
the  results  of  whose  labors  are  seen  in  the  works  of  this  office,  I  appeal  to  their  sjDirit  and  their  pride,  and 
leave  it  for  each  one  to  decide  what  additional  instruments  he  will  take  with  him  to  sea  ;  Avhat  columns  of 
the  new  log  he  will  undertake  to  fill,  and  at  what  other  than  the  usual  hours  he  will  observe. 

I  leave  this  to  their  intelligence  and  their  judgment,  in  the  full  confidence  that,  when  the  next  mari- 
time conference  meets  to  compare  notes,  and  discuss  new  points,  he  who  has  the  honor  to  represent  our 
country  there,  will  not  be  ashamed  to  lay  the  contributions  of  the  American  merchant  marine  before  the 
meeting,  or  to  see  them  compared  with  the  most  choice  of  tlie  best  from  other  flags. 


METEOROLOGICAL   OBSERVATIONS  AT  SEA.  53 

Autl  that  each  one  may  liavc  it  in  his  power  to  contribute  according  to  his  inclination  and  abiiity,  I 
give,  in  a  subsequent  part  of  this  work,  the  form  of  the  man-of-war  log;  and  luider  it,  on  the  same  page, 
the  form  of  the  abstract  log,  for  the  merchant  service.  I  call  this  the  log  for  the  merchant  service,  because 
the  observations  called  for  in  it  are  a  miniinton.  Every  merchant  captain  who  wishes  to  co-operate  with 
us,  must  furnish  at  least  what  the  blanks  of  that  form  call  for,  in  order  that  he  may  be  entitled  to  the 
Charts,  and  these  Sailing  Directions. 

There  are  many  clever  men  in  the  merchant  service  who  have  been  co-operating  with  me  from  the 
beginning ;  and  there  are  many  more  who  are  ready,  willing,  and  competent  to  give  all  the  information  that 
the  most  complete  man-of-war  abstract  calls  for.  To  all  such,  I  shall  be  most  happy  to  furnish  man-of-war 
blanks. 

Abstracts  according  to  this  form  are  wanted  for  all  parts  of  the  ocean,  and  for  every  sea,  and  particu- 
larly for  the  China  Seas,  the  Indian  and  Pacific  Oceans. 

There  is  a  promise  of  much  activity  among  friends  in  the  East  Indies,  and  of  many  valuable  materials 
thence  for  the  construction  of  charts. 

In  1851,  a  meteorological  society  was  established  at  the  Mauritius,  under  the  especial  patronage  of  the 
enlightened  Governor,  Mr.  Higginson,  and  with  the  indefatigable  Meldrum  for  secretary.  This  Society  is 
rendering  most  important  services  to  the  cause ;  it  is  avowedly  co-operating  with  us,  and  it  makes  it  a 
regular  part  of  its  duties  to  collect  the  abstract  logs  of  vessels  arriving  at  that  important  meteorological 
station. 

Since  1839,  Piddiugton  has  been  at  work  in  Calcutta,  almost  solitary  and  alone,  till  now.  He  has, 
however,  collected  a  vast  amount  of  information  concerning  storms,  from  which  his  cyclonology  has  sprung. 

At  Madras,  there  is  a  well-founded  meteorological  observatory  under  the  charge  of  Major  Jacob,  an 
officer  of  distinguished  merit  and  high  attainments. 

Sir  Henry  Pottinger,  and  Dr.  Ford,  the  meteorologist,  are  also  in  India.  Their  previous  history  is  a 
guarantee  of  sympathy  and  support  from  them,  in  any  undertaking  that  has  for  its  object  the  advancement 
of  science  and  the  good  of  mankind. 

:Mr.  Fergusson,  an  officer  of  the  Indian  N"avy,  in  charge  of  the  Bombay  Observatory,  is  at  present 
engaged  in  collecting  materials  for,  and  in  the  construction  of,  a  set  of  Avind  and  current  charts  for  the 
Indian  Ocean. 

And  I  had  the  pleasure,  on  my  return  from  Europe,  to  find  on  my  table  a  package  containing  a  num- 
ber of  abstract  logs  relating  to  the  ocean ;  and  for  which,  I  suppose,  I  am  indebted  to  the  kindness  of  Buist, 
Meldrum,  or  Fergusson. 

This  most  acceptable  contribution,  however,  only  serves  to  whet  the  appetite  for  more  ;  for  materials 
sufficient  to  justify  an  attempt  to  investigate  the  winds  and  currents  of  that  ocean  are  still  wanting. 
A  rich  harvest  is  to  be  gathered  there. 


MARITIME  COHERENCE  HELD  AT  BRUSSELS, 

FOR 

DEVISING  A  UNIFORM  SYSTEM  OF  METEOROLOGICAL  OBSERVATIONS  AT  SEA. 

AUGUST    AND    SEPTEMBER,    1853. 


THE  GOVERNMENTS  REPRESENTED  AT  THE  CONFERENCE,  AND  THE  NAMES  OF  THE  OFFICERS  WHO  ATTENDED. 

Belgium — by  A.  Quetelet,  directcur  de  rObservatoire  royal,  secretaire  perpetuel  de  rAcademie  royale 
des  sciences,  des  lettres,  et  des  beaux-arts  do  Belgique;— and  Victor  Lahure,  caiDitaiuc  de  vaisseau, 
directeur  general  do  la  marine; 

Denmark — by  P.  Rothe,  Captain-Lieutenant  Royal  Navy,  Director  of  the  Depot  of  Marine  Charts ; 

France — by  A.  Delamarciie,  Ingt'nieur  hydrographe  de  la  marine  imperiale  ; 

Great  Britain — by  F.  W.  Beechey,  Captain  Royal  Navy,  F.R.S.,  etc.,  Member  of  the  Naval  Department 
of  the  Board  of  Trade  ;— and  Henry  James,  Captain  Royal  Engineers,  F.R.S.,  M.R.I.A.,  F.G.S.,  etc ; 

Netherlands — by  M.  11.  Jansen,  Lieutenant  Royal  Navy ; 

Norway — by  Nils  Iiilen,  Lieutenant  Royal  Navy  ; 

Portugal — by  J.  de  Mattos  Corrija,  Captain-Lieutenant  Royal  Navy ; 

Russia — by  Alexis  Gorkovenko,  Captain -Lieutenant  Imperial  Navy  ; 

Sweden — by  Carl  Anton  Pettersson,  first  Lieutenant  Royal  Navy ; 

United  States — by  M.  F.  Maury,  LL.D.,  Lieutenant  United  States  Navy. 


REPORT  OP  THP]  CONFERENCE  HELD  AT  BRUSSELS. 

At  the  Invitation  of  the  Oovernment  of  the  United  States  of  America,  for  the  Pur2wse  of  concerlinj  a  Syste^natical 

and  Uniform  Plan  of  Meteorological  Observations  at  Sea. 

In  pursuance  of  instructions  issued  by  the  governments  respectively  named  in  the  margin,  the  officers 
whose  names  are  hereunto  annexed  assembled  at  Brussels,  for  the  purpose  of  holding  a  Conference  on  the 
subject  of  establishing  a  uniform  system  of  meteorological  observation  at  sea,  and  of  concurring  in  a 
general  plan  of  observation  oh  tlio  winds  and  currents  of  the  ocean  ;  with  a  view  to  the  improvement  of 
navigation,  and  to  the  acquirement  of  a  more  correct  knowledge  of  tlie  laws  which  govern  those  elements. 


MARITIME   CONFEKKNCE   AT   J3KUSSELS.  55 

'I'hc  meeting  was  convened  at  the  instigation  of  the  American  Government,  consequent  upon  a  propo- 
sition which  it  had  made  to  the  British  Government,  in  reply  to  a  desire  which  had  l:)een  conveyed  to  the 
United  States,  that  it  would  join  in  a  uniform  system  of  meteorological  observation  on  land,  after  a  plan 
which  had  been  prepared  by  Captain  James,  of  the  Royal  Engineers,  and  submitted  to  the  Government  by 
Sir  J.  Burgoyne,  Inspector-General  of  Fortifications. 

The  papers  connected  with  this  correspondence  were  presented  to  the  House  of  Lords  on  21st  Feb- 
ruary last,*  and  have  been  further  explained  in  the  minutes  of  the  Conference.  And  it  is  here  merely 
necessary  to  observe  that,  some  difficulties  having  presented  themselves  to  the  immediate  execution  of  the 
plan  proposed  by  the  British  Government,  the  United  States  availed  themselves  of  the  opportunity 
aflbrded  by  this  correspondence,  of  bringing  under  the  notice  of  the  British  Government  a  plan,  which  had 
been  submitted  by  Lieutenant  Maury,  of  the  United  States  Navy,  for  a  more  widely  extended  field  of 
research  than  that  which  had  been  proposed ;  a  plan  which,  while  it  would  forward  the  object  entertained 
by  Great  Britain,  would  at  the  same  time  materially  contribute  to  the  improvement  of  navigation  and  to 
the  benefit  of  commerce. 

An  improvement  of  the  ordinary  sea  route  between  distant  countries  had  long  engaged  the  attention 
of  commercial  men,  and  both  individuals  and  nations  had  profited  by  the  advances  which  this  science  had 
made  through  a  more  correct  knowledge  of  the  prevailing  winds  and  currents  of  the  ocean.  But  expe- 
rience had  shown  that  this  science,  if  it  did  not  now  stand  fast,  was  at  least  greatly  impeded  by  the  want 
of  a  more  extended  co-operation  in  the  acquirement  of  those  facts  which  were  necessary  to  lead  to  a  more 
correct  knowledge  of  the  laws  which  govern  the  circulation  of  the  atmosphere,  and  control  the  currents  of 
the  ocean ;  and  that  the  subject  could  not  receive  amjDle  justice,  nor  even  such  a  measure  of  it  as  was  com- 
mensurate with  the  importance  of  its  results,  until  all  nations  should  concur  in  one  general  effort  for  its 
perfection.  But  could  that  happy  event  be  brought  about — could  the  observations  be  as  extensive  as 
desired,  and  receive  that  full  discussion  to  which  they  were  entitled — the  navigator  would  learn  with 
certainty  how  to  count  upon  the  winds  and  currents  in  his  track,  and  to  turn  to  the  best  advantage  the 
experience  of  his  predecessors. 

Meteorological  observations  to  a  certain  extent  had  long  been  made  at  sea,  and  Lieutenant  Maury  had 
turned  to  useful  account  such  as  had  from  time  to  time  fallen  into  his  hands  ;t  but  these  observations, 
although  many  of  them  good  in  themselves,  were  but  isolated  facts,  which  were  deprived  of  much  of  their 
value  from  the  absence  of  observations  with  which  they  could  be  compared;  and  above  all,  from  the  want 
of  a  constant  and  uniform  system  of  record,  and  from  the  rudeness  of  the  instruments  with  which  they 
had  been  made. 

The  moment  then  appeared  to  him  to  have  arrived,  when  nations  might  be  induced  to  co-operate  in  a 
general  system  of  meteorological  research.  To  use  his  own  words,  he  was  of  opinion  that  "the  navies  of 
all  maritime  nations  should  co-operate,  and  make  these  observations  in  such  a  manner  and  with  such  means 


*  See  Parliamentary  Papers,  No.  115. 
t  Sec  Sailing  Directions,  by  JIaury. 


66  THE  WIND  AND  CURRENT  CHARTS. 

and  implements,  tliat  tlie  system  might  be  nniform,  and  tlie  observations  made  on  board  one  public  sLip  be 
readily  referred  to  and  compared  with  the  observations  made  on  board  all  other  public  ships,  in  whatever 
part  of  the  world.  And,  moreover,  as  it  is  desirable  to  enlist  the  voluntary  co-operation  of  the  commercial 
marine,  as  well  as  that  of  the  military  of  all  nations,  in  this  system  of  research,  it  becomes  not  only  pro- 
per, but  politic,  that  the  forms  of  the  abstract  log  to  be  used,  the  description  of  the  instruments  to  be 
employed,  the  things  to  be  observed,  with  the  manipulation  of  the  instruments,  and  the  methods  and  modes 
of  observation  should  be  the  joint  work  of  the  principal  parties  concerned." 

These  sentiments  being  concurred  in  by  the  Government  of  the  United  States,  the  correspondence 
between  the  governments  was  continued,  and  finally  each  nation  was  invited  to  send  an  oCGicer  to  hold  a 
conference  at  Brussels,  on  a  given  day. 

And  that  the  system  of  proposed  observation  and  of  combined  action  might  become  immediately 
available,  and  be  extended  to  its  widest  possible  field  of  ojjeratiou,  it  was  determined  to  adapt  the  standard 
of  the  observations  to  be  made  to  the  capabilities  of  the  instruments  now  in  general  use  in  the  respective 
naval  services,  but  with  the  precaution  of  having  all  these  instruments  brought  under  the  surveillance  of 
parties  duly  appointed  to  examine  them  and  determine  their  errors ;  as  this  alone  would  render  the 
observations  comparable  with  each  other  through  the  medium  of  their  respective  standards. 

The  Conference  opened  its  proceedings  at  Brussels,  on  the  2od  August,  1853,  at  the  residence  of  M. 
Piercot,  the  Minister  of  the  Interior,  to  whom  the  thanks  of  the  Conference  are  especially  due. 

M.  Quetelet  was  unanimously  elected  President. 

Before  entering  u^jon  any  discussion,  it  was  the  desire  of  all  the  members  of  the  Conference  that  it 
should  be  clearly  understood  that,  in  taking  part  in  the  proceedings  of  the  meeting,  they  did  not  in  any 
degree  consider  themselves  as  committing  their  respective  governments  to  any  particular  course  of  action, 
having  no  authority  whatever  to  pledge  their  country  in  any  way  to  these  proceedings. 

The  objects  of  the  meeting  having  been  explained  by  Lieutenant  Maury,  of  which  the  substance  has 
been  already  given,*  the  Conference  expressed  its  thanks  to  that  ofQcer,  for  tlie  enlightened  zeal  and 
earnestness  he  had  displayed  in  the  important  and  useful  work  which  forms  the  subject  of  the  delibera- 
tions of  tlie  Conference. 

In  concerting  a  plan  of  uniform  observation,  in  which  all  nations  might  be  engaged,  the  most  obvious 
difliculty  which  arose,  was  from  the  variety  of  scales  in  use  in  different  countries.  It  is  much  to  be 
desired  that  this  inconvenience  should  be  removed;  but  it  was  a  subject  upon  which  the  Conference,  after 
mature  deliberation,  determined  not  to  recommend  any  modification,  but  to  leave  to  each  nation  to  continue 
its  scales  and  standards  as  heretofore  ;  cxccjit  with  regard  to  the  thermometers,  which  it  was  agreed  should, 
in  addition  to  the  scale  in  use  in  any  particular  service,  have  that  of  the  centigrade  placed  upon  it,  in 
order  to  accustom  observers  in  all  services  to  its  use,  with  a  view  to  its  final  and  general  adoption. 


•  See  tlie  Minutes  of  the  Proceedings  of  the  Conference. 


MAKITIME    CUNFKHENOE    AT    UKUStJELS.  57 

The  advaiitngeri  of  concert  of  action  between  tlie  meteorologist  on  laud  and  tlic  na\Mgator  at  sea,  were 
so  obvious,  that,  looking  forward  to  tlie  establishment  of  a  universal  system  of  meteorological  observation 
ujion  both  elements,  it  was  thought  tliat  tlie  consideration  of  scales  would  witli  greater  propriety  be  left 
i'or  that  or  some  such  occasion. 

As  to  the  instruments  to  be  recommended,  the  Conference  determined  to  add  as  few  as  possible  to 
such  as  were  in  common  use  in  vessels  of  war ;  but  regarding  accuracy  of  observation  as  of  paramount 
importance,  the  Conference  felt  it  to  be  a  matter  of  duty,  to  recommend  the  adoption  of  accnmte  instru- 
ments, of  barometers  and  thermometers  especially  that  have  been  carei'ully  compared  with  recognized 
standards,  and  have  had  their  errors  accurately  determined ;  and  that  such  instruments  only  should  be  used 
on  board  every  man-of-war  co-operating  in  this  system,  as  well  as  on  board  any  merchant-man,  as  far  as  it 
may  be  practicable. 

Tlie  imperfection  of  instruments  in  use  at  sea  is  notorious.  The  barometer  having  hitherto  been  used 
principally  as  a  monitor  to  the  mariner,  to  warn  him  by  its  fluctuations  of  the  changes  in  prospect,  its  ab- 
solute indication  of  pressure  has  been  but  little  regarded ;  and  makers  seldom  if  ever  determine  tlie  real 
errors  of  these  instruments,  or,  if  known,  still  more  rarely  ever  furnish  the  corrections  witli  tlie  instruments 
themselves. 

That  an  instrument  so  rude  and  so  abundant  in  error,  as  is  the  marine  barometer  generally  in  use, 
should  in  this  age  of  invention  and  improvement  be  found  on  board  any  ship,  will  doubtless  be  regarded 
hereafter  with  surprise ;  and  it  will  be  wondered  how  an  instrument  so  important  to  meteorology  and  so 
useful  to  navigation,  should  be  permitted  to  remain  so  defective  that  meteorologists,  in  their  investigations 
concerning  the  laws  of  atmospheric  pressure,  are  compelled,  in  great  measure,  to  omit  all  reference  to 
the  observations  which  have  been  taken  with  them  at  sea.  The  fixct  will,  it  is  believed,  afford  a  com- 
mentary upon  the  marine  barometers  now  in  use,  which  no  reasoning  or  exjilanation  can  render  more 
striking. 

It  was  the  opinion  of  the  Conference  that  it  would  not  be  impossible,  considering  the  spirit  of  inven- 
tion and  imjDrovement  that  is  now  abroad  in  the  world,  to  contrive  a  marine  barometer  which  might  be  sold 
at  a  moderate  price,  that  would  fulfil  all  the  conditions  necessary  to  make  it  a  good  and  reliable  instrument; 
and  a  resolution  was  passed  to  that  effect,  in  order  to  call  the  attention  of  the  public  to  the  importance  of 
an  invention,  which  would  furnish  the  navigator  with  a  marine  barometer,  that  at  all  times,  and  in  all 
weathers  at  sea,  would  afford  the  means  of  absolute  and  accurate  determinations. 

The  Conference  was  also  of  opinion  that  an  anemometer,  or  an  instrument  that  would  enable  the 
navigator  to  measure  the  force,  A^elocity,  and  direction  of  the  wind  at  sea,  was  another  desideratum. 

The  Conference  was  of  opinion  that  the  mercurial  barometer  was  the  most  proper  instrument  to  be 
used  at  sea  for  meteorological  purposes,  and  that  the  aneroid  should  not  be  substituted  for  it. 


58  THE  WIND  AND  CURRENT  CHARTS. 

With  regard  to  thermometers,  the  Conference  does  not  hesitate  to  say  that  observations  made  with  those      I 
instruments,  the  errors  of  which  are  not  known,  are  of  little  value;  and  it  is  therefore  recommended,  as  a 
matter  well  worth  the  attention  of  co-operators  in  this  system  of  research,  whether  some  plan  may  not  be 
adopted  in  diflerent  countries,  for  supplying  navigators,  as  well   in  merchant-men  as  in  men-of-war,  with 
thermometers,  the  errors  of  which  have  been  accurately  determined. 

For  the  purposes  of  meteorology,  various  adaptations  of  the  thermometer  have  been  recommended, 
such  as  those  which  refer  to  hygrometry  and  solar  radiation ;  and  accordingly  a  space  will  be  found  in  the 
columns  for  temperature  by  thermometers,  with  dry,  wet,  and  colored  bulbs.  With  these  exceptions,  the 
only  instrument,  in  addition  to  those  generally  used  at  sea,  for  which  the  Conference  has  thought  proper  to 
recommend  a  column,  is  that  for  specific  gravity  ;  the  cost  of  this  instrument  is  too  insignificant  to  be 
mentioned. 

The  reasons  for  recommending  the  use  at  sea  of  the  wet,  the  white  and  black  bulb  thermometers  are 
obvious ;  but  Avith  regard  to  the  thermometer  with  a  bulb  the  color  of  sea-water,  and  the  introduction  on 
board  ship  of  a  regular  series  of  observations  upon  the  specific  gravity  of  sea-water,  it  may  be  proper  to 
remark  that,  as  the  whole  system  of  ocean  currents  and  of  the  circulation  of  sea-water  depends  in  some 
degree  upon  the  relative  specific  gravities  of  the  water  in  various  parts  of  the  ocean,  it  was  judged  desirable 
to  introduce  columns  for  this  element,  and  to  recommend  that  observations  should  be  carefully  made  with 
regard  to  it,  both  at  and  below  the  surface. 

"With  respect  to  the  thermometer  having  a  bulb  of  the  color  of  sea-water,  it  is  unnecessary  to  say  more 
in  favor  of  its  use  on  board  ship,  than  that  the  object  is  to  ascertain,  whether  or  not  such  observations  wdl 
throw  any  light  upon  the  psychrometry  of  the  sea,  or  upon  any  of  the  various  interesting  phenomena  con- 
nected with  the  radiation  from  the  surface  of  the  ocean. 

In  bringing  to  a  conclusion  the  remarks  upon  instruments,  the  Conference  considered  it  desirable,  in 
order  the  better  to  establish  uniformity,  and  to  secure  comparability  among  the  observations,  to  suggest,  as 
a  measure  conducive  thereto,  that  a  set  of  the  standard  instruments  used  by  each  of  the  co-operating 
governments,  together  with  the  instructions  which  might  be  given  by  such  government  for  their  use, 
should  be  interchanged. 

The  object  of  the  Conference  being  to  secure  as  far  as  possible  uniformity  of  record,  and  such  a  disposi- 
tion of  the  observations  that  they  would  admit  of  ready  comparison,  the  annexed  form  of  register  was  con- 
certed and  agreed  upon.  The  first  columns  of  this  form  will  receive  the  data  which  the  Government  of  the 
United  States  requires  merchant  vessels  to  supply  in  order  to  entitle  them  to  the  privileges  of  co-operators 
in  this  system  of  research,  and  may  therefore  be  considered  as  the  minimum  of  what  is  expected  of  them. 
This  condition,  it  may  be  as  well  to  state  here,  requires  that  at  least  the  position  of  the  vessel  and  the  set 
of  the  current,  the  height  of  the  barometer,  the  temperature  of  the  air  and  water  should  each  be  determined 
once  a  day,  the  force  and  direction  of  the  wind  three  times  a  day,  and  the  observed  variation  of  the  needle 
occasionally. 


MARITIME   CONFERENCE   AT    BRUSSELS.  59 

Every  abstract  log  kept  by  a  merchant  vessel  should  contain  at  least  what  is  here  recommended.  Any- 
thing more  would  enhance  its  value,  and  make  it  more  acceptable. 

The  remaining  columns  are  intended  principally  for  men-of-war  to  fill  ujj,  in  adiUlion  to  tliose  above 
mentioned  ;  but  it  is  believed  that  there  are  many  officers  in  the  mercantile  navy  also  who  are  competent  to 
this  undertaking,  and  who  will,  it  is  hoped,  be  found  willing  to  distinguish  themselves  in  this  joint  action 
for  the  mutual  benefit  of  the  services. 

In  the  compilation  of  this  form,  the  Conference  has  had  carefully  in  view  the  customs  of  the  service, 
and  the  additional  amount  of  attention  which  these  duties  will  require;  and  it  is  believed  that  the  labor 
necessary  for  the  purpose,  at  least  to  the  extent  specified  in  the  instructions  for  filling  up  the  columns,  is 
onl}'  such  as  can  be  well  performed  under  ordinary  circumstances,  and  it  has  considered  it  a  miniiaum, 
and  looks  with  confidence  to  occasional  enlarged  contributions  from  zealous  and  intelligent  laborers  in  the 
great  cause  of  science. 

The  directions  for  filling  ujj  the  columns  and  for  making  certain  observations,  it  will  be  seen  by  the 
^Minutes,  were  limited  to  such  only  as  seemed  necessary  to  the  Conference  to  insure  uniformity  of  observa- 
tion. This  subject  received  the  benefit  of  much  discussion  before  the  meeting,  and  it  was  considered  most 
advisable  to  confine  the  matter  to  hints;  which,  it  is  hoped,  will  be  found  sufficient,  when  embodied  in  the 
instructions  which  each  nation  will  probably  issue  with  the  forms,  to  insure  that  most  desirable  end,  uni- 
formity. 

The  Conference,  having  brought  to  a  close  its  labors  with  respect  to  the  facts  to  be  collected,  and  the 
means  to  be  employed  for  that  purpose,  has  now  only  to  express  a  hope  that  whatever  observations  may 
be  made  will  be  turned  to  useful  account  when  received,  and  not  be  suffered  to  lie  dormant  for  the  want 
of  a  department  to  discuss  them;  and  that,  should  any  government,  from  its  limited  means,  or  from  the 
paucit}-  of  the  observations  transmitted,  not  feel  itself  justified  in  ]>roviding  for  their  separate  discussion, 
it  is  hoped  that  it  will  transfer  the  documents  or  copies  of  thena  to  some  neighboring  power,  which  may 
be  more  abundantly  provided,  and  willing  to  receive  them. 

It  is  with  pleasure  that  the  Conference  has  learned  that  the  Government  of  Sweden  and  Norway  has 
notified  its  intention  of  co-operating  in  the  work,  and  that  the  king  has  commanded  the  logs  kept  b}-  his 
Swedish  subjects  to  be  transmitted  to  the  Eoyal  Academj'  of  Science  at  Stockholm;  and  also  that,  in  the 
Netherlands,  Belgium,  and  Portugal,  measures  have  been  taken  to  establish  a  department  for  the  same  pur- 
pose, and  that  the  Admiralty  of  Great  Britain  has  expressed  its  intention  of  giving  instructions  for  meteoro- 
logical observations  to  be  made  throughout  the  Roj-al  Navy, 

The  Conference  has  avoided  the  expression  of  any  opinion  as  to  the  places  or  countries  in  which  it 
would  be  desirable  to  establish  offices  for  the  discussion  of  the  logs;  but  it  is  confidently  hoped  that,  what- 
ever may  be  done  in  this  respect,  there  will  always  bo  a  full  and  free  interchange  of  materials,  and  a  fre- 
quent and  friendly  intercourse  between  the  departments ;  for  it  is  evident  that  much  of  the  success  of  tho 


60  THE  WIND  AND  CURRENT  CHARTS. 

plan  proposed  will  depend  ujjon  tliis  interchange,  and  npon  tlie  frankness  of  the  officers  who,  in  the  several 
countries,  may  conduct  these  establishments. 

Lastly,  the  Confercuce  feels  that  it  would  but  inadequately  discharge  its  duties,  did  it  close  this  report 
without  endeavoring  to  procure  for  these  observations  a  consideration  which  would  secure  them  from 
damage  or  loss  in  time  of  war,  and  invites  that  inviolate  protection  which  science  claims  at  the  hands  of 
every  enlightened  nation ;  and  that,  as  vessels  on  discovery  or  scientific  research  are,  by  consent,  suffered 
to  pass  unmolested  in  time  of  war,  we  may  claim  for  these  documents  a  like  exemption ;  and  hope  that 
observers,  amidst  the  excitement  of  war,  and  perhaps  enemies  in  other  respects,  may  in  this  continue  their 
friendly  assistance,  and  pursue  their  occupation,  until  at  length  every  part  of  the  ocean  shall  be  brought 
within  the  domain  of  i>hilosophic  research,  and  a  system  of  investigation  shall  be  spread  as  a  net  over  its 
surface,  and  it  become  rich  in  its  benefit  to  commerce,  navigation,  and  science,  and  productive  of  good  to 
mankind. 

The  members  of  the  Conference  are  unwilling  to  separate  without  calling  the  attention  of  their  re- 
spective governments  to  the  important  and  valualjle  assistance  which  it  has  received  from  the  Belgian 
Government.  That  the  Conference  has  been  enabled  to  draw  its  labors  to  so  speedy  and  satisfactory  a 
close,  is  in  a  great  measure  owing  to  the  facilities  and  conveniences  for  meeting  and  deliberating,  which 
have  been  aflbrded  by  His  Majesty's  Government. 

Signed  at  Brussels,  this  8th  day  of  September,  1853. 

Belgium — MM.  Quetelet,  President;  Lahure.  Denmark — P.  Rothe.  France— Delamarche.  Great 
Britain — F.  "W.  Beechey,  II.  James.  Netherlands — Janscn.  Norway — Ihlen.  Portugal 
— De  Mattos  Correa.  Russia — Gorkovenko.  Sweden — Pettersson.  United  States — 
Maury. 


MINUTES  OF  THE  SITTINGS. 

Minutes  of  the  First  Meeting  held  at  the  Residence  of  the  Minister  of  the  Interior,  on  the 

23d  of  August,  1853. 

The  j)roceedings  of  the  meeting  commenced  at  half-past  eleven  in  the  morning.  Present:  MM. 
Delamarche,  llydrographical  Engineer  of  the  Imperial  French  Navy;  De  Mattos  Correa,  J.,  Captain- 
Lieutenant  of  the  Eoyal  Portuguese  Navy;  Gorkovenko,  Captain -Lieutenant  of  the  Imperial  Russian 
Navy ;  Ihlen,  Lieutenant  of  the  Royal  Norwegian  Navy ;  Jansen,  Lieutenant  (of  first  class)  of  the  Royal 
Dutch  Navy;  Lahure,  Captain  and  Director-General  of  the  Belgian  Navy;  Maury,  Lieutenant  of  the  Navy 
of  the  United  States  and  Director  of  the  Observatory  at  Washington;  Pettersson  (C.  A.),  Lieutenant  of  the 
Royal  Swedish  Navy:  Quetelet,  Director  of  the  Observatory  at  Brussels. 

The  attention  of  the  meeting  was  first  directed  to  the  choice  of  a  president.  Lieutenant  Maury  was 
requested  to  direct  the  proceedings,  but  he  declined  the  honor;  and,  at  his  suggestion,  in  which  other 
members  of  tlie  meeting  concurred,  Mr.  Quetelet  took  the  chair. 


MARITIME    CONFEREXCK   AT   HliUSSELS.  61 

The  President  submitted  to  the  meeting  the  propriety  of  publishing  the  discussions  of  the  Conference; 
expressing,  as  his  own  opinion,  tliat  publicity  was  one  of  the  best  methods  of  insuring  the  success  of  their 
undertaking;  remarking,  at  the  same  time,  that,  independently  of  the  information  which  would  be  conveyed 
to  the  public  through  the  medium  of  the  press,  the  minutes  of  each  sitting  and  the  scientific  report  of  the 
Conference  would  thus  be  preserved. 

Lieutenants  Jansen  and  Maury  seconded  this  motion. 

Captaiii-Lieutenant  Gorkovenko  also  expressed  himself  in  favor  of  publicity.  He  announced  to  the 
meeting  that  he  had  just  been  informed  that  Captain  Beechey,  appointed  by  the  English  Government  to 
take  part  in  the  proceedings  of  the  Conference,  would  arrive  at  Brussels  in  the  course  of  the  evening. 

The  President  next  called  on  Tiieutenant  Maury  to  explain  to  the  meeting  the  object  of  his  mission. 

Mr.  Maury  spoke  as  follows  :— 

"Gentlemen:  The  proposal  which  induced  the  American  Government  to  invite  the  present  meeting, 
originated  with  the  English  Government,  and  arose  from  the  communication  of  a  project  prepared  by 
Captain  Henry  James,  of  the  corps  of  Eoyal  Engineers,  by  order  of  General  Sir  John  Burgoyne,  Inspector- 
General  of  Fortifications,  in  which  the  United  States  Government  was  invited  to  co-operate. 

"Nineteen  stations  had  been  formed  by  the  English  authorities  upon  a  uniform  system,  and  the 
direction  of  the  observations  confided  to  the  immediate  supervision  of  the  officers  in  command  of  the 
respective  stations. 

"In  the  United  States,  meteorological  observations  had  been  made  since  the  year  1816. 

"The  American  Government  sympathized  with  the  proposal  of  the  English  Government,  but  said: 
Include  the  sea,  and  make  the  plan  universal,  and  we  will  go  for  it.  I  was  then  directed  to  place  myself 
in  communication  with  the  ship-owners  and  commanders  of  the  navy  and  mercantile  marine,  in  furtherance 
of  the  plan. 

"It  is  from  the  information  extracted  from  more  than  a  thousand  logs  that  I  have  been  able  to 
prepare  the  Charts  which  have  been  published  iip  to  this  time,  showing  the  sailing-routes  and  the  direction 
of  the  winds  and  currents. 

"  With  a  view,  however,  of  extending  still  farther  these  nautical  observations,  the  Government  of  the 
United  States  decided  ujion  bringing  the  subject  under  the  consideration  of  every  maritime  nation,  A\ith 
the  hope  of  inducing  all  to  adopt  a  uniform  model  of  log-book. 

"  In  order  to  place  the  captains  navigating  under  a  foreign  flag  in  a  position  to  co-operate  in  this 
undertaking,  Mr.  Dobbin,  Secretary  of  the  Marine  Department  at  "Washington,  has  instructed  me  to  make 
known  that  the  mercantile  marine  of  all  friendly  powers  may,  with  respect  to  the  Charts  of  the  Winds 
and  Currents,  be  placed  on  the  same  footing  as  those  of  the  American  Marine;  that  is  to  say,  that  every 
captain,  without  distinction  of  flag,  who  will  engage  to  keep  his  log  during  the  voyage  upon  a  plan  laid 
down,  and  afterwards  communicate  the  same  to  the  American  Government,  shall  receive,  gratis,  the 
Sailing  Directions  and  the  Charts  published. 


62  THE    WIND   AND    CURRENT    CHARTS. 

"  It  lias  consequently  been  suggested  to  the  captains,  that  they  should  provide  themselves  with,  at 
least,  one  good  chronometer,  one  good  sextant,  two  good  compasses,  one  marine  barometer,  and  three 
thermometers  for  air  and  water.  I  make  use  of  the  expression  at  least,  because  the  above  is  the  smallest 
number  of  instruments  with  which  a  captain  can  fulfil  the  engagements  he  contracts  upon  receiving 
the  Charts. 

"  Foreign  flags  will  thus  enjoy  the  advantage  of  profiting  at  once  by  all  the  information  collected  up 
to  this  time. 

"  You  will  not  fail  to  observe,  gentlemen,  that  the  observations  made  on  board  of  merchant  vessels, 
with  instruments  frequently  inexact,  are  not  to  be  relied  upon  in  the  same  degree  as  those  made  where  the 
instruments  are  more  numerous  and  more  delicate,  and  the  observers  more  in  the  habit  of  observing. 

"  The  former,  however,  from  the  fact  of  their  being  more  numerous,  give  an  average  result,  Avhich 
may  be  consulted  with  advantage;  but  the  observations  made  on  board  the  ships  of  the  Navy,  although 
fewer  in  number,  are  evidently  superior  in  point  of  precision. 

"The  object  of  our  meeting,  then,  gentlemen,  is  to  agree  upon  a  uniform  mode  of  making  nautical  and 
meteorological  observations  on  board  vessels  of  war.  I  am  already  indebted  to  the  kindness  of  one  of  the 
members  present,  Lieutenant  Jansen,  of  the  Dutch  Navy,  for  the  extract  of  a  log  kept  on  board  a  Dutch  ship 
of  war,  and  which  may  be  quoted  as  an  example  of  what  may  be  expected  from  skilful  and  carefully  con- 
ducted observations.  In  order  to  regulate  the  distribution  of  the  Charts,  which  the  American  Government 
offers  gratuitously  to  captains,  it  would  in  my  opinion  be  desirable  that,  in  each  country,  a  person  should 
be  appointed  by  the  government,  to  collect  and  classify  the  abstracts  of  the  logs,  of  which  I  have  spoken, 
through  whom  also  the  Charts  should  be  supplied  to  the  i^arties  desirous  of  obtaining  them." 

The  President : — 

"Gextlemen:  I  think  I  shall  bo  anticipating  the  wishes  of  the  members  of  this  meeting,  by  propos- 
ing to  them  to  pass,  in  the  first  place,  a  vote  of  thanks  to  Mr.  Maury,  and  to  record  our  gratitude  for  the 
enlightened  zeal  and  earnestness  he  has  displayed  in  the  important  and  useful  work  which  forms  the 
subject  of  our  deliberations." 

All  the  members  in  turn  intimated  their  entire  concurrence  in  the  ju'oposal  made  by  the  President,  to 
exjircss  to  Mr.  Mauiy  their  admiration  and  their  gratitude  for  the  eminent  services  which  he  has  already 
rendered,  and  is  still  endeavoring  to  render  to  the  science  of  navigation. 

Thanks  arc,  therefore,  unanimously  voted  to  Mr.  Maury. 

Mr.  Maury : — 

"  Gentlemen  :  I  am  extremely  grateful  for  the  sympathy  you  have  expressed,  and  the  praise  you  have 
been  jileased  to  bestow  on  my  humble  efforts.     On  my  part,  I  beg  to  thank  you  for  the  kind  assistance 


MAIUTIME   CONFERENCE   AT   BRUSSELS.  63 

that  you  liave  aifordctl  me.  Allow  me  to  add,  that  we  are  taking  part  in  a  proceeding  to  which  we  should 
vainly  seek  for  a  parallel  in  history.  Heretofore,  when  naval  officers  of  dift'erent  nations  met  in  such 
numbers,  it  was  to  deliberate,  at  the  cannon's  mouth,  upon  the  most  efficacious  means  of  destroying  the 
human  species.  To-day,  on  the  contrary,  we  see  assembled  the  delegates  of  almost  every  maritime  nation, 
for  the  noble  purpose  of  serving  humanity,  by  seeking  to  render  navigation  more  and  more  secure.  1 
think,  gentlemen,  we  may  congratulate  ourselves  with  pride  upon  the  opening  of  this  new  era." 

Upon  the  motion  of  the  President,  the  meeting  proceeded  to  nominate  a  sub-committee,  instructed  to 
prepare,  for  the  next  sitting,  a  model  of  a  log  to  be  kept  on  board  ships  of  war. 

The  members  appointed  to  form  this  sub-committee,  are  MM.  Maury,  Jauscn,  and  Gorkoveuko. 

President  :^ 

"  Gentlemen  :  Some  members  of  the  meeting  have  expressed  a  desire  for  some  further  explanation. 
There  appears  to  exist  two  opinions  as  to  the  plan  to  be  pursued :  some  members  being  of  opinion  that 
the  subject  should  be  considered  with  reference  to  the  navy  only;  others,  that  the  mercantile  marine  should 
be  comi^reliended  in  the  scheme." 

Mr.  Maury  declared  that  he  had  no  instructions  to  discuss  the  question  as  regards  the  mercantile 
marine.  He  observed  that  the  Government  of  the  United  States  did  not  take  upon  itself  to  prescribe  the 
use  of  this  or  that  instrument  on  board  merchant  vessels,  any  more  than  it  would  think  of  interfering  with 
the  interior  economy  of  private  establishments.  It  simply  wished  to  confine  itself  to  laying  down  the  plan 
of  a  log-book,  to  be  adopted  by  those  who  may  desire  to  participate  in  the  advantages  to  be  derived  from 
the  possession  of  the  Charts.  Nevertheless,  he  would  gratefully  receive  any  observations  which  the 
mercantile  marine  of  other  countries  might  be  able  to  furnish  on  any  subject  which  concerns  navigation. 

The  President  concurred  in  the  views  taken  by  Mr.  Maury,  for  the  reason  that  in  Belgium,  and  in 
most  other  States,  the  government  has  no  direct  action  ujjon  the  mercantile  marine,  and  can  only  influence 
it  by  persuasion.  He  then  proposed  to  the  meeting  to  appoint  a  member  to  draw  up  the  scientific  report 
of  the  Commission. 

Mr.  Maury  informed  the  meeting  that  Mr.  "W^ells,  an  officer  of  the  American  Navy  now  residing  in 
Brussels,  would  willingly  perform  the  duties  of  Secretary  to  the  Conference.  He  described  Mr.  Wells  as  a 
distinguished  officer,  jjerfeetly  acquainted  with  the  subject  under  discussion,  and  possessing  a  knowledge  of 
the  French  language.  Mr.  Maury  would  undertake,  providing  it  were  the  wish  of  the  meeting,  to 
introduce  Mr.  "Wells  at  the  next  sitting. 

This  proposal  was  readily  accepted,  and  Mr.  Maury  was  requested  to  make  known  to  Mr.  Wells,  that 
the  Conference  accepted,  with  gratitude,  his  obliging  offer,  and  to  convey  to  him  the  thanks  of  the  meeting 
for  the  same. 


Qi  TUE   WIND   AND   CUKRENT   CIIAKTS. 

The  meeting  separated  at  one  o'clock,  and  tlic  next  sitting  was  fixed  for  Tliursday,  tlie  25th,  at  eleven 

o'clock  A.M.. 

QUETELET. 


MiNUTKS  OF  TUE  MEETING  OF  THE  25TII  OF  AUGUST,  1853. 

The  proceedings  commenced  at  half-past  eleven.  Present:  MM.  Captain  Beechey,  R.  N.;  Dclamarche; 
Do  Mattos  Correa ;  Gorkovenko ;  Ihlen  ;  Captain  James,  II.  E. ;  Jansen ;  Lahurc  ;  Maury  ;  Pettersson ; 
Quetelet,  President. 

The  minutes  of  the  proceedings  of  the  jirevious  day  were  read.  MM.  Jansen  and  Quetelet  made  some 
remarks  upon  the  wording  of  the  "  Minutes,"  which  v/ere  con-ected  accordingly,  and  immediately  approved. 

The  President  informed  Captain  Beechey  and  Captain  James  that,  at  the  previous  sitting,  the  assembly 
had  passed  a  vote  of  thanks  to  Mr.  Maury,  for  the  enlightened  zeal  and  earnestness  he  had  displayed  in  the 
important  and  useful  work  which  forms  the  subject  of  the  deliberations  of  the  Conference. 

Captain  Beechey  and  Captain  James  entirely  concurred  in  that  vote. 

Mr.  "Wells  having  consented  to  act  as  Secretary,  was  introduced  by  Lieutenant  Maury,  and  entered 
upon  his  duties. 

The  President,  in  the  name  of  the  assembly,  thanked  Mr.  Wells  for  his  kindness. 

Captain  Beechey  took  this  opportunity  to  observe  to  the  meeting,  as  had  been  done  by  the  other  mem- 
bers at  the  previous  sitting,  that,  by  taking  part  in  its  deliberations,  he  did  not  consider  that  he  was  in  any 
way  binding  his  government. 

In  the  order  of  the  day,  the  first  subject  standing  for  discussion  was  the  plan  of  the  journal  prepared 
by  the  sub-committee,  composed  of  MM.  Maury,  Gorkovenko,  and  Jansen. 

Mr.  Jansen  gave  a  rapid  sketch  of  the  plan  of  the  journal  prepared  by  the  sub-committee.  The  meet- 
ing decided  that  it  should  first  discuss  the  utility  of  each  column,  and  postpone  the  discussion  of  the  other 
questions. 

Lieutenant  Maury  having  stated  that  his  instructions  from  his  Government  were  to  propose  a  form  of 
meteorological  register  for  the  use  of  vessels  of  war  only,  Captain  Beechey  stated  that  he  had  understood 
Mr.  Maury  to  say,  at  the  meeting  of  the  ship-owners  in  London  and  Liverpool,  that  his  object  was  to  en- 
deavor to  induce  the  merchant  service  to  engage  in  this  undertaking  as  well  as  the  Royal  Navy;  and  that 
this  idea  was,  he  thought,  confirmed  by  the  ofl'er  that  had  been  made  of  a  set  of  Charts  to  the  masters  of 
such  merchant  vessels  as  would  fill  up  certain  columns  of  the  register.  And  that  he.  Captain  Beechey, 
certainly  left  England  under  the  impression  that  the  merchant  service  was  to  be  included;  and,  therefore,  he 
considered  it  would  be  proper  so  to  frame  the  form  of  register,  that  it  could  be  used  by  the  officers  of  cither 
service,  and  to  leave  to  each  person  to  fill  up  as  many  of  the  columns  as  their  time  and  ability  might  enable 
them  to  do. 

The  meeting  referred  to  the  resolution  it  had  already  taken,  to  confine  themselves  exclusively  to  the 
ships  of  war. 


JIAKITIME    COXi'KRENCE    AT   IJKL'SSELS.  65 

Discussimi  vpon  the  Columns  of  the  Plan  of  the  i)roposed  Journal. 

Column  1. — Date.  After  a  short  debate,  uiion  whether  tlic  day  comiuenced  at  noon  or  at  midnight, 
it  was  decided  that  this  question  should  be  referred  to  a  comniittec,  who,  at  the  same  time,  wouhl  bo 
intrusted  with  the  examiuation  of  several  other  questions. — The  column  was  adopted. 

Column  2. — The  Hour.    Adopted. 

Column  3. — The  Latitude. 

Captain  Beechey  proposed  that  there  should  be  two  columns  for  this  purpose ;  one  for  the  latitude 
observed,  and  one  for  the  dead  reckoning. 

This  proposal  was  adopted,  and  a  column  added  under  No.  3'. 

Column  4. — The  Longitude.  Same  proposal  from  Captain  Beechey,  and  the  same  decision.  A 
column  was  added  under  No.  4'. 

Column  5. — Currents.  After  a  short  discussion,  two  columns  were  judged  necessary  for  this  object; 
one  for  the  direction  of  the  current,  the  other  for  the  velocity.     A  column  was  added  under  No.  5'. 

Column  6. — MAGNETIC  Variation  observed.    Adopted. 

Column  7. — Magnetic  Variation  employed  or  used.  After  rather  a  long  discussion,  in  which 
MM.  Beechey,  Delamarche,  Jansen,  Ihlen,  and  Corrca  took  part,  this  column  was  suppressed,  on  the  ground 
that  it  might  cause  errors. 

Column  8. — Form  and  Direction  of  Clouds.  Mr.  Delamarche  was  of  opinion  that  this  question 
was  purely  scientific,  and  that  the  column  might  be  dispensed  with. 

Several  members  of  the  meeting  differing  from  this  view,  Mr.  Delamarche  adopted  the  ojainion  of  the 
majority,  for  the  reason  that  the  direction  of  the  upper  currents  might  lead  to  a  knowledge  of  the  lower 
currents. — The  column  was  adopted. 

Column  9. — Part  of  the  Sky  not  obscured.  Captain  Beechey  proposed  that  they  should  use 
the  expression  part  of  the  sky  covered;  this  question  was  referred  to  the  sub-committee.  The  expression 
serenity  of  sky  being  the  contrary  to  amount  of  clouds,  a  choice  is  to  be  made  between  these  two. 

The  column  was  adopted. 

Column  10. — Qu.usttity  of  Rain.  Mr.  Delamarche  proposed  that  all  observations  upon  rain  be 
inserted  in  the  column  of  Remarks,  as  it  is  very  difficult  on  board  ship  to  ascertain  correctly  the  quantity  of 
rain  that  falls ;  this  opinion  was  shared  by  other  members,  but  Captain  Beechey  thought  a  column  should 
be  devoted  to  rain,  and  that  the  words  hours  of  might  be  substituted  for  the  words  quantity  of. 

The  column  was  adopted. 

Columns  11  and  12. — Winds  (direction  and  force).  Captain  Corrca  proposed  an  addition  of  two 
columns;  one  for  the  true  direction  of  the  wind,  the  other  for  the  apparent  direction,  and  presented  to  the 
members  a  small  work  he  had  written  on  this  subject.  The  proposition  of  Captain  Correa  was  rejected, 
and  the  two  columns  of  the  plan  were  adopted. 

Cohtmn  13. — Barometer.     Captain  Beechey  proposed  that  a  column  should  be  added  for  the  ther- 
mometer attached  to  the  barometer. 
9 


66  THE  WIND  AND  CURRENT  CHARTS. 

Mr.  Delamarclie  required,  besides,  a  third  column  for  the  barometer  reduced  to  the  temperature  of 
zero. 

The  first  proposition  was  adopted  unanimously,  that  of  Mr.  Delamarche  was  opposed  liy  several  mem- 
bers. Nevertheless,  upon  the  request  of  Mr.  Delamarche,  the  meeting  decided  that  a  third  column  shall 
be  inserted  in  the  plan  if  there  is  sufficient  space. 

Column  13  was  adopted,  and  h  new  column  was  added,  under  No.  13',  for  the  thermometer  attached 
to  the  barometer. 

Column  14. — Thermometer  for  the  Air.  On  the  proposition  of  Captain  Bcechey,  the  term  of 
tlicrmometer  loith  the  dry  hdb  was  substituted.     The  column  was  unanimously  adopted. 

Column  15. — Thermometer  with  the  Wet  Bulb.  Mr.  Delamarche  opposed  the  introduction  of 
this  column,  as  he  believed  it  to  be  impossible  to  obtain  satisfactory  results  with  this  instrument  on  board 
of  ships.  The  column  was  put  to  the  vote,  and  adopted  by  nine  votes  against  two,  those  of  MM.  Dela- 
marche and  Gorkovenko.  •        ■ 

Columns  16,  17,  and  18. — Temperature  of  Water,  at  the  Surface  and  at  certain  Depths,  Spe- 
cific Gravity  of  the  Water.  Captain  Beechey  requested  that  these  three  columns  might  be  replaced 
by  four  others,  comprising;  1.  The  temperature  of  water;  2.  Its  density  at  the  surface;  3.  The  temperature, 
and  4.  The  density  at  certain  depths. 

Mr.  Delamarche  was  of  opinion  that  the  determination  of  the  gravity  of  the  water  at  certain  depths  is 
extremely  difficult,  and  it  is  an  experiment  that  should  only  be  made  on  board  of  ships  engaged  in  scientific 
pursuits.     He  was  apprehensive  that  the  Conference  would  outstep  its  object  (navigation),  and  assume  too 

scientific  a  character. 

W 
The  column  was  put  to  the  vote,  and  was  adopted  by  ten  voices  against  that  of  Mr.  Delamarche. 

The  plan  of  Captain  Beechey  was  substituted  for  that  of  the  original. 

Column  19. — Remarks.     Adopted. 

Captain  James  requested  that  a  transposition  might  be  made  in  the  columns ;  this  proposition  was 

agreed  to.     In  consequence,  the  order  of  the  columns  was  changed  and  the  following  adopted : — 

1.  Date. 

2.  Hour. 

3.  Latitude  observed. 
3'.       "  dead  reckoning. 

4.  Longitude  observed. 
4'.  "         dead  reckoning. 

5.  Direction  of  currents. 
5'.  Velocity  of  do. 

6.  Magnetic  variation  observed. 

7.  Direction  of  winds. 
7'.  Force  do. 


MAIUTUrE    CONFERKNCE    AT   BRUSSELS.  07 

8.  Forms  and  direction  of  clouds.  ' 

9.  Amount  of  clouds. 

10.  Hours  of  raiu. 

11.  Barometer. 

11'.  Thermometer  attached. 

12.  Thermometer,  dry  bulb. 
12'.  Thermometer,  wet  bulb. 

13.  Water  at   surface  (temperature). 
13'.      "  "     (specific  gravity). 

14.  Water  at  depths  (temperature). 
14'.       "  "         (specific  gravity). 

15.  Remarks. 

The  meeting  resolved  that  the  plan  thus  decided  upon  should  be  copied,  and  a  copy  given  to  every 
member,  for  the  purpose  of  his  becoming  more  fully  ac(juainted  with  it,  and  of  making  any  observations 
that  the  examination  of  it  may  suggest. 

Mr.  Ililen  desired  that  it  be  understood  that  if  the  Conference  should,  upon  further  discussion,  find 
certain  columns  to  be  useless,  they  would  be  suppressed. 

The  President  thought  it  prudent  to  proceed  in  this  manner;  and  that,  notwithstanding  their  having 
been  adopted,  certain  columns  might  be  removed,  if  their  inutility  was  well  established. 

He  wished  to  know  in  what  manner  the  abstract  logs  Avere  to  be  published. 

The  Committee  do  not  consider  that  it  has  powers  to  decide  on  the  form  of  publication  for  the  logs ; 

nevertheless,  it  is  decided  that  Lieutenant  Maury  should  be  requested  to  state  his  opinion  as  to  the  best 

plan  to  be  adopted. 

The  meeting  adjourned  at  five  o'clock,  until  eleven  the  next  day. 

QUETELET. 


Minutes  of  the  MsETiNa  of  the  26tii  of  August,  1853. 

Proceedings  commenced  at  half-past  eleven.  Present :  MM.  Beechey ;  Delamarche ;  Dc  Mattos  Correa ; 
Gorkovenko  ;  Ihlen ;  James ;  Jansen ;  Maury ;  Lahure ;  Pettersson ;  Quetelet,  President. 

The  minutes  of  the  preceding  sitting  were  read  and  adopted  with  some  slight  corrections. 

The  first  question  in  the  order  of  the  day  was  the  further  discussion  of  the  proposed  form  of  log, 
prepared  at  the  last  meeting.  As  this  form  is  to  be  again  submitted  to  the  examination  of  a  sub-committee, 
the  discussion  was  adjourned  to  the  next  sitting. 

Next  in  the  order  of  the  day  was  the  statement  to  be  niade  by  Mr.  Mauiy  as  to  the  jneans  which  he 
considers  the  most  efficacious  for  circulating  and  rendering  available  the  observations  which  may  be  col- 
lected. Mr.  Maury  commenced  by  recapitulating  all  that  had  V)cen  done  by  the  Government  of  the  United 
States. 


68  THE  WIND  AND  CURRENT  CHARTS. 

He  afterwards  expressed  his  opinion  that  it  would  be  desiralslc  for  the  different  governments  to 
establish,  under  the  direction  of  a  competent  professional  person,  a  central  office,  in  which  the  whole  of  the 
information  collected  should  be  concentrated.  In  Holland,  a  measure  of  this  kind  had  been  already  taken, 
a  central  office  having  been  created  under  the  direction  of  Lieutenant  Jansen.  And  here  Lieut.  Maury 
expressed  his  great  satisfaction  at  the  choice  of  that  officer. 

With  respect  to  the  communication  and  publication  of  the  information  acquired,  he  tliought  that  it 
would  be  advisable  to  leave  to  each  government  to  adopt  the  best  system  it  can  devise.  The  greatest 
reliance  might  in  his  opinion  be  placed  upon  the  friendly  relations  existing  between  the  various  govern- 
ments, upon  the  efforts  which  all  nations  are  making  to  enlarge  the  domain  of  scientific  knowledge,  and  the 
general  interest  which  the  undertaking  must  create. 

The  meeting  returned  thanks  to  Lieixt.  Maury  for  his  explanations. 

The  third  question  for  discussion  in  the  order  of  the  day  was,  whether  a  uniform  system  of  making 
observations  should  be  adopted,  so  as  to  allow  of  their  being  compared. 

The  President  submitted  to  the  Committee  the  question,  whether  it  would  recommend  the  use  of 
uniform  instruments  and  measures,  or  whether  each  one  should  be  allowed  to  make  his  own  observations 
with  the  in.struments  which  he  has  been  accustomed  to. 

Mr.  Gorkovenko  was  of  opinion  that  for  the  present  it  would  be  impossible  to  arrive  at  uniformity  in 
instruments  and  measures.  He  thought  they  should  be  content  if  the  results  obtained  with  different  in- 
struments were  so  arranged  as  to  admit  of  comparison. 

Mr.  Jansen  considered  that  the  obtaining  of  uniformity  would  bo  one  of  the  greatest  steps  in  advance 
that  could  possibly  be  made,  and  that  the  Conference  should  make  every  eftbrt  to  bring  it  about,  if  not  at 
present,  at  any  rate  at  some  future  time. 

Captain  Beechey  was  of  oitinion  that  it  was  objectionable  at  present  to  recommend  the  general  adoption 
of  any  specific  instrument,  as  different  countries  had  different  scales  and  different  standards,  and  that  it 
would  interfere  too  altruptly  with  long-established  usages  and  long-established  records,  witli  which  the 
observations  now  to  be  collected  would  require  a  reduction,  before  they  could  be  compared.  He  also 
deprecated  the  specification  of  the  name  of  any  particular  maker  in  preference  to  that  of  others.  lie 
thought  it  would  be  better  for  the  present  that  each  nation  should  continue  its  own  instruments,  and  that 
it  should  be  left  to  those  persons  who  made  use  of  the  observations  to  make  the  necessary  reductions  from 
one  scale  to  the  other,  when  required. 

Mr.  Delamarche  moved  that  it  be  inserted  in  the  report,  that  this  meeting  considers  the  universal 
adoption  of  a  uniform  thermometer  as  highly  desirable,  but  that  he  is  quite  aware  that  it  would  be  ex- 
tremely difficult  to  arrive  at  such  a  result.  Should,  however,  the  thing  appear  possible,  the  instrument  to 
which  attention  should  be  directed,  as  constituting  an  improvement  for  the  future,  is  the  centigrade  ther- 
mometer;  and  that,  in  order  to  facilitate  the  reading  of  the  documents  furnished  by  different  countries,  and 
to  introduce  amongst  them  the  'use  of  this  instrument,  the  meeting  recommends  the  making  of  thermo- 
meters with  two  scales,  one  being  that  most  in  use  in  any  particular  country,  the  other  the  centigrade. 


MARITIME   CONFERENGK  AT  BRUSSELS.  69 

Lieut.  Maury  was  apprehensive  that,  in  recommending  a  measure  of  this  nature,  the  meeting  would 
influence  the  opinion  which  might  be  formed  by  the  members  of  a  general  congress,  which  would  probably 
be  assembled  after  the  present  one,  and  in  which  every  scientific  and  meteorological  (question  relating 
to  observations  to  be  taken  on  the  land  would  be  discussed. 

Mr.  Delamarche  insisted  upon  the  present  Conference  recording  its  opinion  upon  this  question,  wiliiout 
regard  to  anything  that  might  be  decided  by  a  congress,  the  existence  of  which  was  quite  hypothetical. 

Lieut.  Janscn  was  of  opinion  that  the  question  should  be  divided  into  two  propositions.  First,  sliall 
this  Conference  recommend  the  use  of  thermometers  with  double  scales  ?  Secondly,  shall  it  recommend 
that  both  scales  shall  be  inserted  in  the  log  ? 

This  motion  was  carried.  ■ 

The  first  question  was  put  to  the  vote  and  unanimously  adopted.     The  second  was  rejected. 

Mr.  Delamarche  jDroposed  to  add,  that  the  Conference  does  not  recommend  the  use  of  two  scales  in  the 
barometer,  on  account  of  the  difficulty  of  their  construction. 

Mr.  Maury  observed  that  the  barometer  is  one  of  the  most  im23erfect  instruments  made  use  of  in 
navigation.  He  commented  upon  the  different  barometers  in  use,  and  expatiated  at  considerable  length  on 
the  defects  of  each.  He  requested  that  mention  might  be  made  in  the  report,  that  a  chea[i  barometer, 
which  would  indicate  in  a  satisfactory  manner  the  pressure  of  the  atmosphere,  at  a  time  when  a  vessel 
was  subject  to  the  greatest  vibration,  would  be  a  highly  valuable  addition  to  the  science  of  navigation. 

After  a  somewhat  lengthened  discussion,  this  proposal  was  unanimously  adopted. 

Mr.  Delamarche  observing,  however,  that,  in  his  opinion,  there  existed  at  present  in  France  barometers 
sufficiently  accurate.  Lieutenant  Janscn  proposed  that  mention  should  be  made  in  the  report  that  the 
"  aneroid  barometer"  possesses  qualities  useful  at  sea,  but  that  nevertheless  the  prefei'ence  is  always  given  to 
the  mercurial  barometer,  inasumeh  as  it  gives  absolute  results,  whereas  tlie  aneroid  barometer  gives  only 
relative  ones. 

Captain  Beechey  was  of  the  same  opinion.  "^ 

The  proposal  was  adopted. 

The  meeting  proceeded  to  choose  the  two  sub-committees  appointed  to  examine  the  tabular  form  of 
the  log,  and  to  draw  up  the  instructions. 

The  first  committee,  composed  of  MM.  Beechey,  Gorkovenko,  Ihleu,  Jansen,  Lahure,  and  Maury,  was 
appointed  to  examine  all  questions  concerning  latitude  and  longitude,  currents,  the  magnetic  variation,  the 
temperature  of  the  water,  soundings,  and  the  miscellaneous  remarks  to  be  made. 

A  second  committee,  composed  of  MM.  Delamarche,  James,  De  Mattos  Correa,  I'ettersson,  and  Quetelet, 
was  chosen  to  inquire  into  all  that  concerns  the  winds,  the  clouds,  the  serenity  of  the  sky,  the  rain,  the 
thermometer,  and  the  barometer. 

The  first  committee  to  meet  at  the  Hotel  de  Belle-Vue,  at  the  apartments  of  Mr.  Maury ;  the  second 
at  the  Observatory. 

The  meeting  adjourned  at  4  o'clock  until  Monday  at  11. 

QUETELET. 


io  '    the  wind  and  current  charts. 

Minutes  of  the  Meeting  of  the  29th  of  August,  1853. 

The  proceedings  commenced  at  11.30,  A.  M.  Present :  MM.  Beecliey;  DelamarcLe;  De  Mattos  Correa; 
Gorkovenko ;  Iblen  ;  James ;  Jansen  ;  Laliure ;  Maury  ;  Pettersson  ;  Quetelct,  President. 

The  minutes  of  the  last  meeting  were  read  and  adopted  with  some  modifications. 

Mr.  Maury  explained  to  the  meeting  that  there  had  been  a  misunderstanding  as  to  the  offer  made  by 
Mr.  "Wells.  In  proposing  to  introduce  him,  he  did  not  intend  the  meeting  to  understand  that  3fr.  Welk 
ivould  draw  vp  the  scientific  report  of  the  Conference,  but  simply  that  he  would  perform  the  duties  of  secretary, 
and  thereby  simplify  the  taking  of  the  minutes,  etc.  The  scientific  report  should,  in  his  (Mr.  Maury's) 
opinion,  be  confided  to  a  member  of  the  Conference. 

To  abridge,  as  far  as  possible,  discussions  upon  the  wording  of  the  minutes,  it  is  understood  that,  for 
the  future,  the  part  of  this  document,  which  concerns  each  member,  shall  be  submitted  to  him  before 
the  sitting. 

The  question  as  to  the  language  in  which  the  report  of  the  Conference  should  be  made,  was  next 
discussed. 

Mr.  Delamarche  projjosed  that  two  reports  should  be  drawn  up,  at  the  same  time,  one  in  English  and 
the  other  in  French,  both  of  which  should  be  signed  as  originals  by  the  members  of  the  Conference.  This 
proposition  was  adopted. 

The  choice  of  the  reporter  was  next  discussed.     Mr.  Maury  was  appointed. 

Captain  Beechey  renewed  his  observations  upon  the  resolution  taken  by  the  Conference  to  occupy 
itself  exclusively  with  the  plau  of  a  log-book  for  the  military  navy. 

Mr.  Maury  thought  that  it  would  be  possible  to  satisfy  all  parties  by  a  compromise,  which  should 
consist  in  adopting  the  tabular  form  of  log  proposed  by  the  Government  of  the  United  States  for  the  use 
of  the  mercantile  marine,  and  to  state  in  the  report  that  the  keeping  of  this  log  would  be  the  minimum 
amount  of  observations  expected  from  those  to  whom  the  Charts  were  delivered ;  but  that  all  additional 
information  which  could  be  furnished  would  be  gratefully  received  by  each  government. 

He  added  that  it  might  be  left  to  the  judgment  of  the  officers  appointed  to  examine  the  logs,  to 
siiggest  any  farther  subjects  upon  ^\■llicll  information  could  be  obtained  from  the  mercantile  marine  of 
his  country. 

Captain  Beechey  was  of  oj^inion  that  the  form  to  be  drawn  up  should  be  of  such  a  nature  that  it  could 
be  used  both  by  the  Eoyal  Navy  and  by  the  officers  of  the  better-founded  ships  of  the  merchant  service ; 
and  that  it  would  be  better  so  to  arrange  the  form,  that  that  part  which  was  exclusively  nautical,  and  was  to 
be  used  by  those  vessels  who  might  wish  to  become  entitled  to  the  Charts,  should  be  distinct  from  the 
part  Avhich  was  purely  appropriated  to  science,  etc. 

He  deprecated  entering  into  minute  and  detailed  instructions  for  making  these  observations;  for,  if 
these  instructions  were  to  be  given  in  as  complete  a  manner  as  he  considered  would  be  necessary,  it  would 
occupy  a  very  long  time ;  and  if  not,  he  was  unwilling  to  give  any  instructions  which  might  be  con- 
sidered meagre  and  imperfect.     As  to  the  hours  of  meteorological  observation,  also,  he  considered  they 


MAKITIME   CONFERENCE  AT  BKUSSEL3.  71 

hud  been  already  named,  in  the  article  upon  meteorology  in  the  Admiralty  Manual;  and  to  adopt  other 
hours,  because  they  might  be  convenient  hours  of  observation  in  other  respects,  would  subject  our 
determinations  perhaps  to  the  criticism  of  men  learned  in  meteorological  science ;  but  he  should  be 
perfectly  satisfied  to  leave  the  hours  of  meteorological  observation  for  Mr.  Quetelet's  determination. 

Mr.  Jansen  thought  that,  in  making  a  certain  number  of  meteorological  observations,  nautical  men 
■would  be  rendering  an  important  service  to  that  science ;  and  that,  in  consideration  of  such  service,  it 
would  be  unfair  to  reproach  them  with  not  having  chosen  tlie  particular  hours  that  meteorologists  might 
prefer ;  whereas,  in  neglecting  meteorological  observations  altogether,  they  would  be  open  to  the  reproach 
of  not  having  done  for  the  science  all  that  laid  in  their  power. 

Mr.  Delamarche  was  of  opinion  that  certain  meteorological  observations  were  indispensable,  but  that 
too  much  should  not  be  required.     -  ■     - 

The  President  wished  that,  if  meteorological  observations  be  made  at  sea,  those  observations  should 
be  completed  so  as  to  conduct  to  the  determination  of  the  diurnal  variations,  or  at  least  to  the  annual 
variations  of  the  temperature,  the  pressure  and  the  humidity  of  the  air. 

Mr.  Maury  was  of  opinion  that  the  meeting  was  losing  sight  of  the  original  question,  which  was  that 
of  adopting  a  conform  system  of  meteorological  observations.  He  reminded  them  that  the  proposal  made 
b}'  the  British  Government  to  that  of  the  United  States  related  to  a  system  of  meteorological  observations 
on  shore ;  and  that  the  reply  of  the  Government  of  the  United  States,  giving  a  greater  extension  to  this 
proposal,  related  to  a  general  system  of  meteorological  observations  both  at  sea  and  on  land. 

The  proposition  for  the  land  observations  was  virtually  withdrawn;  but  the  proposition  relating 
to  the  sea  was  continued;  and  it  was  upon  the  terms  employed  by  the  invitation  for  meteorological 
observations,  that  the  proposal  was  accepted,  and  with  these  views  this  Conference  was  convoked. 
Consequently,  it  would  be  impossible  to  lose  sight  of  the  meteorological  part  of  the  question. 

The  draft  of  the  instructions  prepared  by  the  sub-committee  was  read,  and  the  discussion  thereon 
commenced.  ... 

First  column.— J) KT'S.. 

Mr.  Beechey  jiroposed  to  indicate  the  months  by  Eoman  figures,  I.  to  XII.,  beginning  with  the  month 
of  January. 

Mr.  Gorkovenko  remarked  that  Russia  did  not  reckon  dates  according  to  the  Gregorian  calendar ; 
nevertheless,  as  the  object  of  the  meeting  was  to  arrive  as  nearly  as  possible  at  uniformity,  he  thought 
there  would  be  no  difficulty  in  adopting  this  calendar  for  meteorological  observations. 

Mr.  Beechey's  proposal  was  adopted. 

The  Committee  proposed  to  insert  in  the  instructions  the  following  observation  : — 

"  The  time  given  in  the  abstract  log  should  be  civil  time,  but  if  not,  mention  the  time  which  is  given. 
Instead  of  ^vriting  the  names  of  the  months  at  length,  denote  them  by  Roman  figures.  Thus,  for  January 
I.,  for  December  XII." 

This  proposal  was  adopted. 


73  THE  WIND  AND  CUKBENT  CHAKTS. 

Second  column. — HoURS. 

The  Committee  proposed,  as  tlie  time  for  making  observations,  four  in  the  morning,  noon,  and  eight  in 
the  evening. 

Mr.  Beechey  proposed  to  retain  for  the  nautical  part  four  in  the  morning,  noon,  and  eight  in  the  even- 
ing ;  and  to  adopt,  for  the  meteorological  part,  the  hours  of  three  and  nine  in  the  morning,  and  three  and 
nine  in  the  evening. 

Mr.  Jansen  projiosed  to  retain  the  hours  of  four  in  the  morning,  noon,  and  eight  in  the  evening  for  all 
the  table;  and  to  add,  for  the  meteorological  part,  two  supplementary  hours,  viz :  nine  in  the  morning,  and 
three  in  the  afternoon. 

Mr.  Delamarche  was  of  opinion  that  one  table  only  was  necessary,  and  that  the  observations  should  be 
made  by  watches ;  but  should  two  tables  be  adopted,  and  the  time  of  observation  not  regulated  by  watches, 
he  should  then  vote  for  the  proposal  of  Mr.  Beechey. 

The  President  remarked  that,  in  order  to  have  an  idea  of  the  diurnal  variation,  observations  should  be 
made  at  least  every  three  hours. 

A  discussion  then  took  place  on  the  jiroposal  of  MM.  Jansen  and  Maury,  namely,  whether  the  hours 
of  four  in  the  morning,  noon,  and  eight  in  the  evening,  should  be  retained,  and  the  two  complementary 
hours  of  nine  in  the  morning  and  three  in  the  afternoon  be  added. 

Mr.  Mauiy  oflered  some  remarks  upon  the  advantage  to  be  derived  from  the  division  of  the  day  into 
three  parts. 

The  meeting  adjourned  at  -if  P.  M.  until  to-morrow  at  11  A.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  the  30th  of  August,  1853. 

The  proceedings  commenced  at  eleven  A.  M.  Present :  MM.  Beechey ;  Delamarche ;  De  Mattos  Cor- 
r^a ;  Gorkovenko ;  Ihlen ;  James ;  Jansen  ;  Lahure ;  Maury ;  Pettersson ;  Quetelet,  President. 

The  minutes  of  the  last  meeting  were  read,  some  corrections  were  made,  and  the  minutes  approved. 

Order  of  the  day :  Continuation  of  the  discussion  of  the  draft  of  the  instructions  prepared  by  the  sub- 
committees. 

A  long  debate  took  place  upon  the  nature  and  the  extent  of  the  instructions  to  be  given,  at  the  con- 
clusion of  which  the  meeting  resumed  the  discussion  of  the  instructions. 

The  Committee  proposed  the  following : — 

"  The  Maritime  Conference  recommends  the  adoption  of  the  hours  inserted  in  the  second  column 
namely :  four  in  the  morning,  noon,  and  eight  in  the  evening,  for  making  the  observations  to  be  recorded 
in  the  seven  first  columns." 

This  wording  was  adopted. 

Columns  3,  3'  4,  4'. — LATITUDE  AND  Longitude. 


JIAKITIME    CO^■FEKE^■CE    AT   BKUSf^ELS.  73 

The  Committee  proposed  tlie  folLiwing  wording: — 

"The  latitude  and  longitude  should  be  observed  frequently  at  sea,  especially  at  tlie  lioiirs  indicatt'd  in 
tlic  second  column,  and  the  result  recorded  in  the  log  at  the  hour  nearest  to  those  at  wliich  tlie  observations 
are  made,  so  as  to  determine  as  exactly  as  possible  the  position  of  the  ship  at  those  times.  It  will  lie  more 
especially  necessary  to  make  these  observations,  when  the  ship  is  about  to  enter  or  cross  any  of  tiie  great 
currents  or  streams  of  the  ocean  (see  Curreuls).^^ 

If  the  longitude  be  determined  by  lunar  distances,  note  it  iu  the  column  witli  its  [)ropcr  sign.  Od. ;  if 
by  chronometer,  employ  one  of  the  following  signs  O  or  *. 

Position  by  dead  reckoning  should  be  deduced  from  the  position  by  the  last  observations. 

Column  5,  5'. — CURRENTS. 

The  Committee  proposed  the  following  wording: — 

"On  ordinary  occasions  the  current  is  to  be  determined  at  noon  on  eacli  day,  by  the  difference  between 
the  position  of  the  ship  as  found  by  observation  and  by  dead  reckoning,  and  the  direction  and  rate  given 
for  the  2-1  hours ;  but  where  the  ship  is  expected  to  pass  through  any  of  the  great  currents  of  the  ocean, 
or  when  any  change  is  anticipated,  the  position  of  the  ship  is  to  be  frccp.ieutly  determined  by  observations, 
and  the  current  computed  for  the  intervals." 

The  meeting  adjourned  at  4h.  30m.  until  the  following  day  at  11  A.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  the  31st  of  August,  1853. 

The  proceedings  commenced  at  half-past  eleven.  Present :  MM.  Beechey ;  Delamarche ;  De  Mattos 
Corrca ;  Gorkovenko ;  Ihlen  ;  James  ;  Jansen ;  Lahure ;  Maury ;  Pettersson ;  Quetelet,  President. 

Order  of  the  day :  Continuation  of  the  discussion  upon  the  headings  of  the  colunuis  of  the  table. 

Column  6. — Magnetic  Variation  observed. 

§  1.  "Enter  with  tlie  proper  sign  the  variation  ascertained,  whether  by  azimuth  or  by  amiilitude." 

Adopted. 

§  2.  "  The  variation  entered  should  be  what  it  would  have  been,  if,  at  the  time  the  observation  was 
made,  the  ship  had  been  iu  such  a  position  that  the  local  deviation  Avould  have  been  0.  In  other  words,  the 
variation  entered  should  always  be  corrected  for  local  deviation." 

This  section  was  put  to  the  vote,  and  adopted  by  ten  votes  against  one,  viz :  that  of  Mr.  Beechey,  who 
wished  to  have  placed  upon  the  minutes  the  following  proposition,  which  he  was  desirous  of  substituting 
for  that  adopted  by  the  meeting: — 

"  The  variation  should  be  given  as  it  is  observed,  without  any  correction  for  local  attraction  of  the 
ship ;  and  the  direction  of  the  ship's  head  at  the  time  of  observation  should  be  also  given  as  a  necessary 
element  towards  obtaining  the  correct  variation ;  and  that  it  should  not  be  left  to  the  master  of  a  merchant 
ship  to  encumber  the  result  with  a  quantity  which  he  cannot  in  all  probability  know,  and  which,  by  the 
method  proposed,  there  is  no  means  of  separating." 
10 


74  THE   WIXD   AND   CUREENT   CnARTS. 

§  3.  "The  variatiou  sboukLbe  entered  in  degrees  and  minutes." — Adopted. 

§  4.  "  When  the  variation  is  observed  by  the  moon  or  a  star,  make  after  it  the  sign  of  C  or  *." 

§  5.  "  It  is  desirable  that  every  ship  co-operating  in  this  system  of  observations,  should  have  a 
standard  compass  on  board,  by  which  all  the  observations  for  variations  should  be  made,  and  to  which  a 
fixed  place  should  be  assigned.  The  standard  compass  used  in  the  British  Navy  is  recommended  as  the 
best  instrument  of  the  kind  known.  The  Committee  consider  it  superfluous  to  give  here  a  detailed  descrip- 
tion of  this  instrument,  or  of  the  mode  of  using  it,  all  of  which  is  fully  treated  in  the  instructions  issued 
by  the  English  Admiralty,  to  Avhich  the  observer  is  referred." 

This  section  was  divided  into  two  parts.  The  first,  which  recommends  that  there  be  a  standard 
compass  was  put  to  the  vote ;  it  was  adopted. 

The  second  part  was  negatived  by  5  votes  against  3  ;  two  members  abstained. 

Voted  for :  MM.  Ihlen,  Pettersson,  Maury. 

Voted  against :  MM.  Beechey,  Delamarche,  Lahure,  Gorkovenko,  Jansen. 

Abstained  :  MM.  De  Mattos  Correa,  James. 

§  0.  "  On  board  of  vessels  not  having  the  advantage  of  a  standard  compass,  and  which  are  conse- 
quently compelled  to  make  use  of  the  common  azimuth  compass,  it  is  recommended  that  choice  be  made  of 
the  place  in  the  ship  the  least  liable  to  be  aflected  by  local  deviation,  to  fasten  in  the  deck  a  copper  tack, 
to  mark  the  place  of  each  of  the  three  legs  of  the  compass-stand,  and  to  invariably  place  the  compass  in 
the  position  assigned  to  it." 

Several  members  requested  that  the  section  might  be  suppressed.  It  was  decided  to  divide  the 
meeting  upon  the  question  whether  the  section  should  be  retained  with  modifications. 

MM.  Delamarche,  Beechey,  Gorkovenko,  Lahure,  voted  for  the  entire  suppression. 

MM.  De  Mattos  Correa,  Ihlen,  Pettersson,  Maury,  Jansen,  and  Quetelet  voted  for  retaining  the  section 
with  modifications. 

Mr.  James  abstained. 

Mr.  Beechey  proposed  the  following  amendment : — 

"  In  the  selection  of  a  spot  for  the  standard  compass,  or  of  any  compass  intended  to  be  used  in  making 
observations  on  the  variation,  care  should  be  taken  to  select  a  positioii  for  the  compass,  when  it  is  to  be 
used  for  observation,  in  tliat  part  of  the  ship,  or  as  near  as  possible,  which  is  most  free  from  the  effects  of 
local  deviation,  and  that  it  always  stand  in  the  same  place." 

Mr.  Beechey's  amendment  was  adopted. 

§  7.  "  When  no  observation  has  been  obtained,  the  variation  which  has  been  used,  is  to  be  inserted  in 
the  variation-column,  with  an  asterisk,  the  quantity  having  been  corrected  for  the  local  attraction  of  the 
vessel." 

Adopted. 

Column  7. — Direction  ok  the  Wind. 

The  direction  of  the  wind  is  the  magnetic  direction,  with  dae  allowance  for  appearances  caused  by  the 


MAUTTIMK    CONFERENCE   AT   nRUSSELS.  7') 

motion  of  tlic  vessel.     It  is  the  direction  of  the  wind  wliich  has  prevailed  for  the  last  8  hours.     It  should  be 
expressed  to  the  nearest  point  of  the  compass. 

Adopted. 

Column  7. — Force  of  the  Wind. 

The  force  of  the  wind  should  be  expressed  in  figures.     The  nomenclature  of  Admiral  Beaufort  was 
adopted. 

In  case  of  a  squall,  after  the  figure  indicating  the  force  of  the  prevailing  wind,  that  of  the  squall  to  bo 
entered  in  a  parenthesis. 

Adopted. 

Column  8. — FoRM  and  Direction  of  the  Clouds. 

"Howard's  nomenclature  for  the  form  of  the  clouds  was  adopted." 

"When,  at  the  same  time,  there  are  two  currents,  an  upper  and  a  lower  current,  they  are  to  be  entered 
one  above  the  other,  separated  by  a  line." 

Adopted. 

Column  9. — Serenity  of  the  Sky. 

A  discussion  took  place  upon  the  term  to  be  employed  to  express  in  English  the  equivalent  of  the 
French,  amount  of  clouds^  expressing  the  opposite  of  the  tei'm  sirmite  du  del. 

The  heading,  proportion  of  sky  clear,  was  adopted. 

"  The  proportion  of  slii/  clear  to  be  expressed  by  figures  from  0  to  10,  the  figures  indicating  the  extent 
of  sky  clear." 

Adopted. 

Column  10. — HOURS  of  Eain. 

It  was  decided  that  in  this  column  should  be  comprehended  fog,  rain,  snow,  and  hail ;  consequently, 
the  following  wording  was  proposed. 

"  The  hours  of  fog,  rain,  snow,  and  hail,  are  to  be  indicated  by  a  letter  for  each  of  these  elements,  viz : 
A  fog,  B  rain,  C  snow,  and  D  hail." 

Adopted. 

Column  11. — Barometer. 

"  It  will  be  necessary  to  place  at  the  commencement  of  the  log-book  the  corrections  of  the  barometer, 
or  the  date  for  making  these  corrections,  specifying  the  place  where  the  comparison  has  been  made." 

Adopted. 

Column  12. — Thermometer. 

A  transposition  of  columns  was  acknowledged  to  be  useful,  and  was  adopted. 

Same  indications  as  those  used  for  the  thermometer.      "  If   it  rains  at  the  time  of  observing  the 
psychrometer,  the  letter  B  to  be  placed  by  the  side  of  observation." 
Adopted. 
The  discussion  upon  the  Hours  commenced. 


76  THE  WIND  AXD  CURRENT  CHARTS. 

The  President  expressed  the  opndon  that,  in  order  to  ascertain  at  sea  the  diurnal  variation  of  the 
meteorological  instruments,  it  would  l)e  convenient  to  adopt  the  project  of  bidiourly  observations,  proposed 
by  the  Royal  Society  of  London,  or  at  least  the  project  of  tridiourly  observations,  suggested  by  Captain 
Beechey.  The  first  project,  more  rigorous,  would  have  the  advantage  to  come  in  the  plan  of  the  observa- 
tions already  adopted  on  land,  and  to  be  more  convenient  for  the  division  of  time  in  the  service  at  sea. 

After  a  discussion  on  the  matter,  the  following  instruction  was  adopted. 

Column  2. — "  In  this  column  shall  be  placed  the  following  hours,  viz  :  4  A.  M.,  noon,  and  8  P.  M., 
when  all  the  observations  shall  be  made  and  written  upon  the  lines  on  which  those  numbers  stand,  for  the 
columns  3,  8',  4,  4,'  5,  6,  7,  8,  9,  10,  11,  11',  12,  12',  and  13.— The  observations  of  the  13',  14,  and  14' 
columns  should  be  made  at  least  once  a  day.  The  observations  for  the  columns  7,  7',  11,  11',  12,  every 
two  hours,  if  practicable ;  and  if  not,  then  at  9  A.  M.  and  3  P.  M. 

"  But  with  reference  to  the  columns  3',  4',  and  (>,  it  will  be  sufficient  that  the  entries  in  these  columns 
be  made  at  noon  on  each  day,  except  on  such  occasions  as  it  may  be  desirable  to  detect  the  limits  of  any  of 
the  great  currents  of  the  ocean,  or  of  the  trade  or  other  periodical  wind,  when  a  more  frequent  entry 
should  be  made,  and  the  ship's  place  determined,  at  least  at  each  of  the  hours  specified  in  Column  2." 

Mr.  Gorkovenko.  "  Being  joerfectly  convinced  for  myself  of  the  great  importance,  both  to  science  and 
navigation,  of  frequent  observations,  such  as  are  comprised  in  the  columns  of  our  table,  being  made  at  sea, 
I  ask  permission  to  put  a  question  with  a  view  of  eliciting  the  opinion  of  the  Committee,  viz :  To  what 
extent  can  the  Navy  comjiily  with  these  requirements;  and  are  they  of  opinion  that  the  officers  on  board, 
having  other  duties  to  attend  to,  will  be  able  to  devote  sufficient  time  to  making  the  entire  range  of 
observations  with  the  precision  required  ?  For  it  is  to  the  Navy  we  must  look  more  for  correct  than  for 
num  .^rous  observations." 

Mr.  Maury.  "I  believe  it  is  not  only  possible  but  very  practicable  and  very  easy.  I  think  these 
observations  may  be  made  with  jierfect  convenience,  and  with  great  benefit  to  science  and  navigation,  by 
all  ships  of  war  that  arc  provided  with  the  instruments  necessary  for  safe  and  projier  navigation,  more 
particularly  as  the  whole  of  these  observations  arc  not  to  be  made  in  person  by  the  officer  of  the  watch.  As 
a  general  rule,  he  will  appoint  one  of  his  subordinates  whom  he  may  consider  qualified  for  that  purpose. 
In  the  United  States  Navy,  these  observations  are  obtained  without  difficulty." 

Captain  James  observed  that  in  the  trigonometrical  survey  of  Great  Britain,  non-commissioned  officers 
and  privates  of  the  royal  sappers  and  miners  were  employed  in  making  the  observations  necessary  in 
determining  the  latitude  and  longitude  of  the  trigonometrical  stations,  and  the  distances  between  them ; 
that  they  used  for  these  purposes  the  most  expensive  and  delicate  instruments,  and  that  the  officers  super- 
intending the  oiieration  of  the  survey  had  as  much  confidence  in  the  observations  made  by  them,  as  they 
had  m  the  observations  taken  by  the  officers  themselves;  and  consequently,  he  was  of  opinion  that  the 
meteorological  observations  which  were  considered  necessary  by  the  Conference,  might,  under  tlie  super- 
intendence of  the  officers  of  the  ship,  be  confided  to  steady  persons  acting  under  their  orders. 
The  meeting  adjourned  at  '.  P.  M.,  until  11   A.  M.,  on  the  following  day. 

QUETELET. 


MAJUTIMIO    COXFEREXCI'.    AT    liUU.'^SKI.S.  77 

Minutes  of  the  Meeting  of  the  1st  of  September,  1853. 

The  proccodiiigs  commenced  at  eleven  o'clock  A.  M.  Present:  MM.  Bccchey ;  Delarnarelie;  Do 
Mattos  Correa;  Gorkovenko  ;  Ihlen;  James;  Jansen ;  Lalinrc,  Maury;  Pettcrsson ;  Quctelct,  President. 

The  minutes  of  the  last  meeting  -vverc  read  and  approved. 

Order  of  the  day:  Continuation  of  the  discussion  of  the  instructions  to  be  given  -svith  the  table. 

Column  13. — Temper-vture  of  the  Water  at  the  Surface. 

"Haul  u])  the  water  in  a  clean  wooden  bucket,  place  it  in  the  shade,  and,  after  the  thermometer  has 
remained  in  the  bucket  for  two  or  three  minutes,  the  thermometer  should  be  read,  the  b\ill)  remaining  im- 

7  TO 

mersed  until  the  observation  is  completed." 

Mr.  Delamarche  proposed  to  replace  the  paragraph  by  the  following  wording: — ■ 

"Let  the  method  recommended  for  obtaining  the  temperature  of  the  water  at  the  surface  of  the  sea,  be 
inserted  at  the  commencement  of  the  log-book." 

This  proposal  was  rejected. 

The  President  having  been  obliged  to  absent  himself,  the  chair  was  taken  by  Mr.  Jansen. 

After  a  slight  discussion,  the  question  whether  iustructions  should  be  given  for  the  loth  column  was 
put  to  the  vote.     It  was  decided  in  the  affirmative. 

Voted  for:  MM.  Gorkovenko,  Ihlen,  Pettcrsson,  Maury,  Jansen. 

Voted  against :  MM.  Beechey,  Delamarche,  De  ilattos  Correa,  Lahure. 

Abstained :  Mr.  James. 

Mr.  Maury  proposed,  in  order  to  conciliate  the  various  opinions,  to  commence  the  instructions  with  the 
words : — 

"There  is  a  convenient  method  which  consists  in  hauling  the  water,  etc." 

The  section,  thus  amended,  was  put  to  the  vote  and  adopted. 

Voted  for :  MM.  Ihlen,  Pettcrsson,  Gorkovenko,  Maury,  Jansen. 

Voted  against :  MM.  Beechey,  De  Mattos  Correa,  Delamarche,  Lahure. 

Abstained:  Mr.  James. 

"Besides  the  stated  periods,  occasional  observations,  made  in  the  same  manner,  should  te  entered  under 
the  head  of  Eemarks,  whenever,  for  any  reasons,  such  as  changes  in  the  color  of  the  water,  vicinitv  of  ice, 
shoals,  etc.,  approaches  to  the  Gulf  Stream,  the  mouth  of  large  rivers,  or  other  currents,  the  temperature  of 
the  water  be  tried." 

Adopted. 

Mr.  Delamarche:  "The  proposal  of  Mr.  Maury  is  good;  it  is  evident;  and  every  one  must  be  aware,  that, 
in  order  to  read  off  the  degree  of  the  thermometer  which  is  to  indicate  the  temperature  of  the  sea-water,  the 
instrument  must  be  immersed  in  that  water  for  some  minutes.  I  think,  however,  if  we  prescribe  the  pre- 
cautions to  be  taken,  the  question  ought  to  be  seriously  studied  by  us,  and  the  results  carefully  noted,  for 
there  rnay  be  very  important  precautions  to  be  observed  wliich  we  might  omit.  Considering,  therefore,  that 
we  do  not  devote  the  time  or  take  the  necessary  trouble  to  perform  this  duty  properly,  I  must  abstain  from 


78  TIIK    WIND   AND   CURRKNT   CHARTS. 

taking  any  part  in  issuing  instructions  wbicli  appear  to  be  incomplete  anil  not  so  carefully  examined  as  they 
niiglit  be;  therefore,  if  the  proposed  instructions  should  be  adopted,  I  would  reserve  to  myself  the  right  of 
expressing  my  opinion  upon  them  in  order  to  cover  my  responsibility." 

§  3.  "The  temperature  of  the  water  should  also  be  tried  during  thunderstorms,  and  the  heavy  display 
of  electrical  phenomena." 

Adopted. 

§  4.  "  The  water  for  surface  temperature  should  be  drawn  from  the  quarter  boats,  in  order  to  get  it  as 
fixr  from  the  ship's  side  as  possible." 

Adopted. 

Column  1-i.— Temperaturk  OF  THE  Water  at  certain  Depths. 

§  1.  "The  temperature  below  the  surface  of  the  water  to  l>c  tried,  may  bo  taken  from  any  depth  that 
may  to  the  observer  seem  good,  stating  in  the  column  the  temperature  as  a  fraction,  with  the  depth  as  the 
denominator:  thus,  \l%  fathoms." 

Adopted. 

§  2.  "A  hollow  cylinder  of  wood,  eighteen  inches  long,  about  6  inches  in  diameter,  with  a  valve  near 
each  end  opening  upwards,  will  be  found,  when  attached  to  the  deep-sea  lead,  convenient  for  bringing  up 
the  water  from  moderate  depths." 

The  paragraph  was  put  to  the  vote  and  adopted. 

Voted  for :  MM.  Ihlen,  Pettersson,  Gorkovenko,  Maury,  .Jansen. 

Against:  MM.  Beechey,  De  Mattos  Correa,  Delamarche,  Lahure. 

Abstained:  MM.  James,  Quetelet. 
§  3.  "It  is  desirable  frequently  to  try  the  temperature  of  the  Avater  at  the  depths  of  the  ship's  cock 
below  the  surface ;  before  catching  the  water  in  the  bucket,  let  it  run  freely  for  ten  minutes,  then  put 
the  backet  under,  and,  when  full,  let  the  thermometer  stand  before  reading,  as  in  the  case  of  the  surface 
water." 

The  paragraph  was  adopted  by  the  majority  of  the  meeting. 

§  4.  "It  is  desirable,  whenever  the  temperature  of  the  water  let  in  to  the  ship  is  tried,  that  the  .speed 
of  the  ship  at  the  time  be  noted." 

This  paragraph  was  likewise  adopted  by  the  majority. 

§5.  "Though  it  is  important  to  have  tJiesc  observations  as  to  temperature  made  in  all  parts  of  the 
ocean,  yet  there  are  parts  in  which  the  difference  of  temperature  between  the  water  at  and  below  the  sur- 
face possesses  a  peculiar  interest;  these  parts  are  in  tlie  trade-wind  regions  generally,  in  the  Indian  Ocean, 
Indian  Archipelago,  and  off  the  Capo  of  Good  Hope,  especially  in  and  near  Lagulla's  current,  near  the 
mouth  of  large  rivers,  aud  in  the  arctic  and  antarctic  regions." 

Adopted. 

§  6.  "  The  specific  gravity,  whether  of  water  at  or  below  the  surface,  should  be  given  without  any 


MARITIME   CONFERE>'CE    AT   BKUSSELS.  79 

correction,  except  such  as  the  iustrument  used  may  involve;  the  object  of  these;  two  cohimus  being  to 
ascertain  the  specific  gravity  of  sea-water  as  it  actually  exists,  the  temperature  of  the  water  at  the  moment 
of  making  the  observation  should  be  noted." 

Adopted. 

§  7.  "A  variety  of  instruments  will  probably  be  used  for  the  purpose  of  filling  this  column;  it  is 
therefore  deemed  advisable  to  have  the  description  of  the  use  of  the  specific  gravity-instrument  at  the 
office,  from  which  each  Navy  may  be  supplied." 

Adopted. 

§  8.  "  It  may  be  permitted,  however,  to  express  the  hope  that  whatever  be  the  instrument  used,  a 
uniform  scale  will  be  adopted  for  all ;  that  is,  that  the  specific  gravity  of  pure  distilled  water  will  be 
adopted  as  the  unity,  and  that  the  specific  gravity  of  sea-water  will  be  expressed  in  decimals." 

Adopted. 

Mr.  Delamarehe  requested  that  a  note  should  be  made  that  in  his  opinion  the  Conference  should  be 
silent  as  to  the  manner  of  making  the  observations.  lie  thought  that  it  ought  to  be  left  to  the  scientific 
societies  of  each  nation  to  discuss  and  determine  the  best  mode  of  observation.  It  is  certainly  desirable 
that  complete  directions  as  to  a  uniform  mode  of  making  observations  should  be  adopted,  Init  the  present 
and  progressive  state  of  science  makes  it  difficult  to  adhere  to  a  decision  which  may  be  opposed  to 
improvement. 

Mr.  Delamarehe,  as  regards  his  own  qualifications,  dared  not  meddle  with  any  but  the  nautical  points, 
because  these  questions  had  already  been   submitted  by  Mr.  Maury  to  the  Academy  of  Sciences  of 

France. 

Mr.  De  Mattos  Correa  declared  that  he  did  not  vote  against  the  method  of  observations,  but  against 
the  principle  of  giving  explanations  or  instructions  as  to  the  mode  of  observing.  ^ 

Mr.  Jansen  explained  that  he  voted  in  fiivor,  with  a  view  of  insuring  as  far  as  possible  uniformity; 
which  uniformity  will  never  be  attained,  if  instruments  which  every  one  can  procure,  and  the  most  simple 
methods  are  not  recommended. 

The  meeting  adjourned  at  4h.  30m.  P.M.  until  11  A.  M.  on  the  following  day. 

.   '       QUETELET. 


Minutes  of  the  Meeting  of  the  2d  of  September,  1853. 

The  proceedings  commenced  at  11  A.  M.  Present:  MM.  Beechey;  Delamarehe;  De  Mattos  Correa; 
Gorkovenko ;  Ihlen ;  Jansen ;  Lahure ;  Maury ;  Pettersson ;  Quetelet,  President. 

Order  of  the  day :  Continuation  of  the  discussions  upon  the  instructions. 

"It  will  be  desirable  to  know  whether  the  vessel  on  board  of  which  the  observations  were  made 
was  a  steamship,  if  it  was  steaming  or  sailing." 

Adopted. 


80  THE   WIND   AND    CURRENT   CHARTS. 

Mr.  Maury,  with  a  view  of  conciliating  opinions,  proposed  that  the  following  section,  proposed  before 
by  Captain  Beechey,  be  added : — 

"  Enter,  uncorrected  for  local  attraction,  the  variation  observed,  with  the  time  of  observation  and  the 
direction  of  the  ship's  head." 

This  proposition  was  adopted. 

"Frequent  mention  is  made  by  navigators  of  tide-rips  at  sea,  particularly  within  the  tropics;  a  close 
attention  to  these  jihenomena  is  recommended;  noting,  whenever  they  are  seen,  the  age  of  the  moon. 
Enter  also  sea-weed,  drift-wood,  and  the  lilce." 

Adopted. 

"  It  is  desirable  that  navigators  compare  the  phenomena  connected  with  storms,  thunder,  lightning, 
etc.,  in  other  parts  of  the  world,  -with  the  same  phenomena  in  the  vicinity  of  the  Gulf  Stream." 

Adopted. 

"  When  in  those  regions  where  ice  is  liable  to  be  met  with,  a  frequent  resort  to  the  water-thermo- 
meter is  recommended;  because  in  such  regions  fogs  are  prevalent,  and  ol'ten  conceal  the  approaching 
dano-er.  The  distance  of  ice,  within  several  miles,  will  generally  be  indicated  by  the  water-thermometer, 
especially  when  vessels  are  to  ^vindward  of  the  bergs." 

Adopted. 

"  When  in  the  presence  of  ice,  note  the  direction  in  which  the  ice  has  been  drifted,  and  describe  its 
appearance." 

Adopted. 

"  Mention  the  time  when  the  dew  commences  to  fall,  and,  in  cases  of  extraordinary  deposits,  note  the 
temperature  of  the  air  as  closely  to  the  surface  of  the  sea  as  can  be  done,  taking  the  temperature  at  the 
masthead  at  the  same  time." 

Adopted. 

"When  considerable  diffei'cnces  are  found  between  the  temperature  at  and  below  the  surface,  observe 
also  the  wet  and  dry  bulb,  and  enter  their  readings  among  the  Remarks." 

Adopted. 

"  It  is  desirable  that  vessels  co-operating  in  this  system  of  observations  should,  in  addition  to  the 
thermometer  with  which  ships  usually  are  supplied,  have  a  white  and  bhick  bulb,  and  also  a  bulb  of  marine 
blue  that  is  as  nearly  the  color  of  sea- water  as  may  be." 

Adopted. 

"  These  three  thermometers  should  be  exposed  to  the  sun  in  clear  weather  for  a  few  minutes,  and 
observed  at  9  A.  M.,  noon,  and  3  P.  M.,  and  occasionally  at  night  when  the  dew  is  heavy,  and  their 
readings  should  be  entered  in  the  column  of  Remarks." 

Adopted. 

"  It  is  desirable  tliat  the  bulbs  of  the  colored  thermometers  bo  painted  with  water-color."  •' 

Mr.  Delamarche  observed  that  should  the  bulbs  be  painted,  it  would  be  impossible  to  compare  them. 


MARITIME   CONFERENCE   AT   BRUSSELS.  81 

Tlic  President  was  of  opinion  that  sometimes  tbc  water-colors  should  be  washed,  in  order  to  compare 
the  bulbs. 

The  section  Avas  put  to  the  vote  and  adopted. 

Voted  for :  MM.  James,  Ihlen,  Pettersson,  Manry,  Janscn,  Quetelet. 

Against :  MM.  Delamarclie,  Lahure. 

Abstained :  MM.  Beechey,  Gorkovenko,  De  Mattos  Correa. 

Psy  chronometer. 

Mr.  Maury  proposed  the  following  :■ — ■ 

"  The  wet  bulb  should  be  observed,  after  having  been  wetted  with  fresh  water  of  the  temperature  of 
the  air,  and  after  the  instrument  has  been  held  in  the  shade  in  the  open  air  for  some  minutes." 

This  proposal  was  put  to  the  vote  and  adopted. 

Voted  for :  MM.  James,  Ihlen,  Pettersson,  Gorkovenko,  Maury,  Jansen. 

Against :  MM.  De  Mattos  Correa,  Delamarche,  Lahure. 

Abstained :  M.  Quetelet. 

Mr.  James  jDroposed  the  following  paragi-aph : — ■ 

"  When  at  anchor,  it  is  desirable  that  hourly  observations  with  the  meteorological  instruments  should 
occasionally  be  taken,  and  especially  at  the  equinoxes  and  solstices." 

Adopted. 

"In  the  case  of  storms,  tornadoes,  and  whirlwinds,  it  is  desirable  to  have  a  full  description  of  the 
phenomena,  and  all  the  circumstances  connected  with  them:  such  as  the  appearance  of  the  sky  and  clouds; 
the  state  of  the  barometer  before,  during,  and  after  the  event ;  the  electrical  displays  connected  with  it ;  the 
quantity  and  time  of  rain  or  hail,  etc.  The  barometer  should  be  noted  frequently,  and  the  time  mentioned 
at  which  every  variation  in  it,  that  amounts  to  one  tenth  of  an  inch,  takes  place." 

Adopted. 

"Also,  it  will  be  interesting  for  the  navigator  to  avail  himself  of  every  favorable  opportunity  for 
determining  the  height  and  velocity  of  waves  and  the  distance  between  them.  He  should  note  in  this 
column  the  results,  and  describe  the  method  used." 

Adopted. 

"  When  land  birds  and  insects  arc  met  with  at  sea,  the  fact  should  be  noted,  and  mention  made  of  all 
the  circimistances  which  are  calculated  to  throw  light  upon  their  migration." 

Adopted. 

"  Showers  of  dust  and  red  fogs  are  sometimes  met  with  at  sea ;  in  such  cases,  a  descrijDtion  of  the 
weather  and  of  the  appearance  of  the  sky,  as  well  as  specimens  of  the  dust,  would  be  desirable." 

Adopted. 

"  Note  the  direction  of  the  mnds  which  bring  the  rain,  as  well  as  the  changes  of  the  wind  during  and 
after  the  rain.  By  the  term  rain^  hail  and  snow  are  understood  to  be  included.  With  regard  to  hail, 
11 


82  THE   WIND   AND   CURRENT   CHARTS. 

describe  tlie  stones  and  any  peculiarity  connected  with  the  snow-flakes,  being  careful  to  note  all  tlie 
displays  of  electrical  phenomenon  connected  with  the  hail-storms." 

"It  would  be  interesting  to  know  the  temperature  of  the  rain,  and  to  have  estimates  of  the  quantity 
of  dew." 

Adopted. 

Soundintjs. 

"  Deep-sea  soundings  should  be  made  on  all  favorable  occasions ;  for  making  these  soundings  com- 
parable, the  uniformity  in  the  size  of  line  used  and  the  weight  of  the  sinker  is  a  desideratum.  The  time 
occupied  for  every  100  fathoms  in  going  out  should  be  observed,  for  the  discussion  afterwards  of  the 
soundings.  When  the  sinker  is  recovered,  the  specimen  of  the  bottom  ought  to  be  carefully  labelled  and 
preserved." 

Adopted. 

"  When  in  harbor,  tidal  observations  should  not  be  neglected  ;  the  times  of  high  and  low  water,  with 
the  direction  and  force  of  the  current  at  various  stages,  both  on  the  flood  and  the  ebb,  should  be  noted. 
Likewise  thunder  and  lightning,  the  time  of  their  duration,  intensity,  etc.  When  marked  changes  in  the 
color  of  the  water  are  observed,  try  the  temperature  of  the  water,  get  a  cast  of  the  deep-sea  lead  if 
practicable."  Adopted.  "  In  the  Pacific  Ocean,  particularly,  patches  of  pink  or  white-colored  water  are 
frequently  met  with  ;  descriptions  of  them,  with  specimens  of  the  water  carefully  preserved  in  phials  with 
ground-glass  stojipers,  are  desirable." 

Adopted. 

"  Waterspouts :  a  detailed  description  ;  containing  the  duration,  the  circumstances  of  their  formation, 
gyration,  motion,  form,  breaking  up,  etc." 

"  Shooting-stars :  the  number  of  them  observed  during  a  certain  time ;  the  point  of  the  heaven  (the 
star  or  constellation)  from  wliich  they  are  emanating  and  towards  which  they  are  converging,  in  particular 
about  the  10th  of  August  and  middle  of  November. 

"Aurora  Borealis:  duration  or  time  for  beginning  and  ending ;  its  extension,  form,  tract  of  the  heaven, 
intensity  of  light,  color,  rays,  its  motions  and  changes,  etc.  Note  anything  that  is  particular  about  rain- 
bows and  halos  and  meteors  of  every  description,  describing  their  place  by  reference  to  stars  or  the 
horizon." 

At  the  commencement  of  the  log-book  should  be  entered :  1.  The  name  of  the  ship,  the  nature  of 
materials  of  which  it  is  built,  cargo,  captain's  name,  class  of  ship,  names  of  ports  put  into  during  the  period 
the  log  has  been  kept. 

2.  Tables  showing  amount  of  local  deviations  observed  before  departure ;  stating  whether  cargo  on 
board  or  not  at  time  of  observation  being  made ;  the  methods  employed  to  ascertain  the  local  deviation 
to  be  minutely  described. 

3.  Admiral  Beaufort's  nomenclature  for  the  winds. 

4.  Howard's  nomenclature  for  the  form  of  clouds. 


IIAKITIME    CONFERENCE   AT   BRUSSELS.  80 

5.  The  corrections,  or  the   rules  for  correcting  all  the  instruments  employed,  more  particularly  the 
barometer  and  thermometer,  Avith  the  places  where  the  instruments  have  been  compared  witli  the  standard. 

6.  Description  of  instruments,  and  methods  employed  in  making  observations. 

7.  Note  down  the  meridian  from  which  the  longitude  is  reckoned. 

A  sub-committee,  composed  of  MM.  Delamarche,  James,  and  Jansen,  was  trusted  with  revising  the 
form  of  abstract  logs  and  instructions. 

Meeting  adjourned  at  half-past  4:  P.  M.,  until  to-morrow  at  11  A.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  the  3d  of  September,  1853. 

Proceedings  commenced  at  eleven  o'clock  A.  M.  Present :  MM.  Beechey ;  De  Mattos  Correa ;  Gorko- 
venko ;  Ihlen ;  Lahure ;  Maury ;  Pettersson ;  Quetelet,  President. 

MM.  Delamarche,  James,  and  Jansen,  composing  the  committee  appointed  to  revise  the  tabular  form 
of  log,  are  absent  from  the  meeting. 

Minutes  of  last  sitting  were  read  and  approved. 

Mr.  Maury  read  to  the  meeting  the  report  be  had  drawn  up  at  the  request  of  the  President. 

Captain  Beechey  propo-sed  a  vote  of  thanks  to  Mr.  Maury  for  his  kindness  in  undertaking  to  draw  up 
the  report,  and  for  the  assiduity  and  ability  with  which  he  has  performed  his  task. 

Thanks  were  voted  to  Mr.  Maury  unanimously. 

Mr.  Maury :  "  I  accept  the  vote  of  thanks  with  gratitude,  and  I  am  profoundly  sensible  of  the  honor 
conferred. 

"  I  avail  myself  of  the  present  opportunity  to  make  an  atonement  for  a  seeming  neglect  in  not  stating 
before,  in  terms  as  distinctly  as  I  should  have  stated,  the  cordial  sympathy  which  I  have  received  from 
British  subjects  with  regard  to  this  undertaking  of  mine.  That  sympathy  has  been  manifested  by  distin- 
guished ofiicers  of  Her  Majesty's  Navy,  by  citizens  of  England,  and  by  the  subjects  of  Great  Britain  in 
various  parts  of  the  world ;  and  particularly  at  Bombay,  and  iu  Mauritius. 

"  When  the  first  Charts  were  published,  the  merchants  of  Bombay  immediately  started  a  subscri]>tion 
for  the  purpose  of  publishing  a  similar  set  of  Charts  of  tlie  Indian  Ocean. 

"  This  noble  enterprise  was  confided  to  the  Geographical  Society  of  Bombay,  whose  activity  and  zeal 
in  the  cause  of  science  are  deserving  of  great  praise.  After  considerable  progress  had  been  made,  the  gentle- 
man in  charge  of  the  work  died,  and  the  undertaking  fell  through;  but  the  Society,  with  a  liberality  the 
most  praiseworthy,  placed  at  the  disposal  of  the  Government  of  the  United  States,  all  the  materials  collected, 
and  the  work  it  had  done,  which  was  most  gladly  accepted;  and  I,  when  iu  Loudon,  met  them  on  their 
"way  to  the  United  States. 

"  Also,  there  was  a  response  from  the  Island  of  Mauritius,  which,  iu  a  meteorological  point  of  view, 
occupies  a  most  important  position.     Many  ships  annually  touch  there  with  log-books  containing  most 


84  THE  WIND  AND  CURRENT  CHARTS. 

valuable  materials.     The  Meteorological  Society  proposed  to  collect  from  these  materials,  and  make  them 
available  for  our  purpose  in  Washington. 

"  With  a  view  of  having  abstracts  made  of  the  logs,  I  was  authorized  by  the  proper  authorities  to 
place  to  the  credit  of  the  Secretary  of  that  Society,  Mr.  Meldrum,  the  sum  of  1,500  dollars,  to  pay  for  the 
expense  of  making  the  abstracts.  This,  with  true  English  pride,  which  all  can  appreciate,  and  in  becoming 
terms,  was  declined.  But  the  Society  did  not  rest  there  ;  at  its  last  annual  meeting,  it  set  on  foot  measures 
in  furtherance  of  this  general  system  of  meteorological  research,  from  which  I  expect  much  valuable  fruit. 

"Two  gentlemen  then  pledged  themselves  to  the  Society,  to  devote  their  time  to  the  collection  of 
meteorological  data ;  and,  from  the  enthusiasm  which  ]irevailed  on  the  occasion,  we,  who  expect  much  from 
that  part  of  the  world,  will,  I  am  sure,  not  be  disappointed. 

"I  am  very  much  obliged  to  Captain  Beechey  for  his  mention  of  my  labors,  and  the  kind  terms  in 
which  it  was  conveyed ;  and  I  thank  him,  also,  for  affording  me  this  opportunity  of  expressing  my  obliga- 
tions to  his  countrymen,  for  the  kind  sympathy  I  have  received  at  their  hands." 

The  meeting  decided  that  the  discussion  of  the  report  should  be  adjourned  until  Monday,  in  order  that 
each  member  sliould  have  time  to  read  it,  and  present  his  observations  thereon. 

The  meeting  next  examined  the  documents  which  form  the  record  of  its  proceedings. 

The  meeting  adjourned  at  half-past  four,  until  Monday,  at  11  A.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  the  4th  of  September,  1853. 

Proceedings  commenced  at  11  A.  M.  Present:  MM.  Beechey;  De  Mattos  Corrca;  Gorkovenko;  Ihlen; 
Lahure ;  Maury ;  Pettersson ;  Quetelet,  President. 

MM.  Delamarche,  James,  and  Jansen,  forming  part  of  the  sub-committee  appointed  to  revise  the  table 
and  the  instructions,  were  absent. 

The  minutes  of  the  last  meeting  were  read  and  approved. 

The  President  read  a  letter  from  Mr.  Kupfifer,  Director  of  the  Central  Physical  Observatory  of  the 
Russian  Empire,  adressed  to  Mr.  Maury,  upon  the  subject  of  connecting  the  meteorological  observations 
made  at  sea  with  those  made  on  land.  Mr.  Kuffper  is  of  opinion  that  the  Russian  Government  would  be 
disposed  to  encourage  the  undertaking. 

It  was  decided  that  this  letter  should  be  mentioned  in  the  minutes,  and  the  President  be  requested  to 
write  to  Mr.  Kupffer,  to  the  effect  that  the  Conference  was  of  opinion  that  it  could  not,  without  overstep- 
ping its  functions,  make  a  direct  application  to  any  government,  but  it  would  learn  with  the  greatest 
satisfaction  that  those  countries,  in  which  meteorological  observations  are  regularly  made,  had  adopted  a 
system  by  which  the  globe  would  be  submitted  to  one  uniform  method  of  observation.  f' 

The  meeting  next  proceeded  to  revise  the  minutes  of  several  sittings. 

At  one  o'clock,  MM.  Delamarche,  James,  and  Jansen,  joined  the  meeting. 


MARITIME   CONFERENCE  AT  BRUSSELS.  85 

Mr.  Jansen,  in  the  name  of  the  sub-commlttcc,  read  the  report  u])on  the  revision  of  the  journal  or  log 
and  the  instnielions. 

A  discussion  took  place  upon  the  title  that  should  be  given  to  the  journal.  Tlie  term  ^' Ahsli-ad  Lmf 
was  adopted. 

Captain  Beechey  disapproved  of  the  arrangement  of  the  form.  Ho  thought  there  was  much  space 
■wasted  in  the  first  nine  columns  vvliich  was  much  required  in  the  remark  column ;  and  that  the  barometer 
and  thermometer  columns  would  be  better  placed  if  they  followed  the  wind  column,  an  arrangement  which 
would  keep  together  in  one  parcel  what  the  merchant  vessels  would  be  required  to  fill  up  so  as  to  entitle 
them  to  become  co-operators.  The  first  nine  columns  would  at  the  most  require  only  3  lines  for  the 
entries  to  be  made  in  them ;  whereas,  by  the  present  arrangement,  there  was  space  left  for  14  lines.  He 
jiroposed  to  transpose  the  barometer  and  thermometer  columns  in  such  a  manner,  that  the  columns  which 
the  merchant  vessels  were  required  to  fill  up,  to  entitle  them  to  participate  in  tlie  offer  made  b}^  the 
American  Government,  might  be  kept  in  one  parcel. 

Mr.  Maury  seconded  Mr.  Beechey's  proposal,  which,  after  a  short  discussion,  was  put  to  the  vote  and 
rejected. 

The  table  and  instructions,  as  proposed  by  the  sub-committee,  were  adopted. 

The  meeting  adjourned  at  5  P.  M.,  until  the  next  day  at  11  A.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  the  Gtii  of  September,  1853. 

Proceedings  commenced  at  llh.  15m.  A.  M.  Present:  MM.  Dclamarche;  De  Mattos  Correa;  Gorko- 
venko;  Ihlen;  James;  Jansen;  Lahure;  Maury;  Pettersson;  Quetelet,  President. 

Captain  Beechey  absent;  being  occupied  with  the  report. 

The  minutes  of  the  last  meeting  were  read  and  approved. 

Tlie  President  rose  to  order : — 

"  It  has  been  proposed  to  make  some  alteration  in  the  wording  of  the  minutes  which  have  been 
approved.  I  wish  the  meeting  to  decide  whether,  contrary  to  the  genci-al  practice,  these  changes  can  be 
allowed." 

The  meeting  decided  unanimously  that  no  change  could  be  permitted  in  the  minutes  which  had  been 
approved. 

The  attention  of  the  Conference  was  next  directed  to  the  various  questions  which  relate  to  the  wording 
or  drawing  up  of  the  minutes  of  the  report. 

The  sub-committee  who  revised  the  table,  the  instructions,  and  the  explanatory  notes,  proposed  to  adil 
at  the  end  of  the  remarks  the  following  paragraph : — 

"  Iji  addition  to  the  observations  mentioned  in  the  abstract  log,  it  is  desirable  tliat  each  captain  should 
write  at  tlie  end  any  general  remai'ks  which  his  personal  experience  may  suggest,  more  especially  if  he  has 
frequently  made  the  same  voyage." 


86  TIIK   WIXD   AND    CURRENT   CUARTS. 

Mr.  Maury  requested  tliat  this  addition  might  be  admitted  only  npon  the  condition  of  its  being 
unanimously  approved. 

The  proposition  was  put  to  the  vote  and  adopted  by  every  member  present. 
The  meeting  adjourned,  at  1  o'clock,  until  the  following  day  at  11  A.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  the  7th  of  September,  1853. 

Proceedings  commenced  at  llh. -lom.  A.  M.  Present:  MM.  Beechey;  Delamarche;  De  Mattos  Correa; 
Gorkovenko ;  Ihlen  ;  James ;  Janscn ;  Lahure ;  Maury ;  Pettersson  ;  Quetelet,  President. 

The  minutes  of  last  meeting  were  read  and  approved. 

Captain  Beechey  read  the  amendments  made  by  him  in  the  report,  with  the  concurrence  of  Mr. 
Maury. 

The  report  with  the  proposed  modifications  was  put  to  the  vote,  and  adopted  unanimously. 

Mr.  Maury:  "I  propose  a  vote  expressing  the  thanks  of  the  Conference  to  Captain  Beeche^^,  for  the 
ability  and  zeal  he  has  displayed  in  the  amendments  to  the  report ;  which  set  forth,  in  so  clear  a  light,  the 
objects  of  the  Conference,  and  the  benefits  to  be  derived  by  commerce  and  navigation  from  the  adoption 
of  the  plan  of  observations  recommended." 

Thanks  were  voted  unanimously  to  Captain  Beechey. 

Captain  Beechey  thanked  the  Conference  for  the  kind  expression  of  their  sentiments,  which  he  felt  to 
be  undeserved.  He  begged  to  say  that,  throughout  the  meetings,  he  had  but  one  object  in  view ;  that  of 
giving  his  best  assistance  towards  the  objects  for  which  the  Conference  had  been  assembled. 

Mr.  Maury :  "  Being  on  the  eve  of  closing  our  labors,  I  think  we  should  do  well  to  take  a  retro- 
spective glance,  and  call  to  mind  some  of  tlic  circumstances  which  have  enabled  us  to  accomplish  the 
object  of  our  mission  so  quickly,  so  harmoniously,  and  satisfactorily. 

"This  result  is  mainly  owing  to  the  zeal,  intelligence,  and  imjiartiality  with  which  our  deliberations 
have  been  directed  by  the  eminent  man  whom  Ave  elected  to  preside  over  them. 

"It  is  not  only  with  reference  to  the  plan  we  have  just  carried  into  execution,  but  to  the  future  also 
that  we  should  congratulate  ourselves  upon  having  for  a  President  this  distinguished  savant,  whose 
numerous  and  iiseful  works  have  placed  him  amongst  the  scientific  celebrities  of  our  time,  and  whose 
reputation  is  world-wide. 

"  His  cordial  co-operation  iu  our  work  may  be  considered  as  the  connecting  link  of  the  chain  which 
will  one  day  unite  the  ocean  and  the  laud,  and  from  this  time  forth  we  may  entertain  the  hope  of  shortly 
seeing  adopted  a  general  system  of  observations  embracing  the  two  elements. 

"  I  propose,  therefore,  that  the  meeting  should  vote  its  thanks  to  the  President  for  the  skill,  zeal,  and 
impartiality  with  which  he  has  presided  over  our  discussions." 

Mr.  Maury's  proposal  was  warmly  received  by  every  member,  and  thanks  to  the  President  voted  by 
acclamation. 


MAKITIME    CONFERENCE   AT   BRUSSELS.  87 

The  i'rcsideut : — 

"Gentlemen:  I  cannot  find  words  to  express  my  gratitude  for  tins  new  mark  of  your  kindness.  I 
may  venture  to  hope  that  I  have  not  been  altogether  unworthy  of  the  distinguished  lionor  conferred  upon 
me  in  being  called  to  preside  over  a  meeting  composed  of  such  eminent  men,  and  whose  labors  afford 
such  future  promise  of  benefit  to  science. 

"The  kind  sentiments  to  which  Mr.  Maury  has  given  utterance,  and  in  which  you  have  so  warmly 
joined,  are  certainly  amongst  the  most  flattering  testimonials  I  have  received  throughout  my  scientific 
career,  and  as  such  they  will  always  be  dear  to  me." 

Mr.  Jansen  proposed  a  vote  of  thanks  'from  the  meeting  to  Mr.  Lahure,  for  the  spontaneous  manner 
in  which  he  had  taken  charge  of  the  various  details  connected  with  the  labors  of  the  Conference,  and  the 
zeal  and  activity  he  had  displayed  in  arranging  them. 

Voted  unanimously. 

Captain  Lahure  returned  thanks  for  that  vote. 

The  meeting,  upon  the  motion  of  the  President,  then  returned  thanks  to  Mr.  Ch.  Do  Groote,  for  his 
having  attended  the  Conference  as  shortdiand  writer,  and  having  prepared  the  minutes  of  the  proceedings. 

Captain  Beechey :  "  I  beg  to  propose  that  Mr.  Quetelct  be  authorized  on  the  part  of  the  Conference 
to  return  its  best  thanks  to  M.  le  Ministre  dc  I'lnterieur  for  his  great  kindness  in  appropriating  to  the  use 
of  the  Conference  one  of  the  rooms  at  his  own  residence,  for  the  purpose  of  holding  its  meetings,  and  for 
the  polite  personal  attention  the  members  have  received  from  him." 

This  proposition  was  unanimously  adopted. 

Mr.  Delamarche :  "  I  propose  the  meeting  should  request  the  President  to  kindly  undertake  to  deposit  in 
the  archives  of  the  Eoyal  Belgian  Academy  of  Sciences,  Belles-Lettres,  and  Fine  Arts,  the  original  reports." 

Adopted  unanimously. 

The  meeting  adjourned  to  Thursday)  8th  of  September,  at  3  P.  M. 

QUETELET. 


Minutes  of  the  Meeting  of  8th  of  September,  1853. 

Proceedings  commenced  at  8h.  30m.  P.  M.  Present:  MM.  Beechey  ;  Delamarche;  De  Mattos  Corrga; 
Gorkovenko;  Ihlen;  James;  Jansen;  Lahure;  Maury;  Pettersson;  Quetelet,  President ;  Kothe,  Captain- 
Lieutenant  of  the  Danish  Navy,  and  Director  of  the  Naval  Depot  of  Charts. 

The  minutes  of  the  last  meeting  were  read  and  approved. 

The  President  informed  the  meeting  that  Mr.  Rothe,  who  arrived  in  the  course  of  the  morning,  had 
made  himself  acquainted  with  the  forms  and  instructions  already  adopted. 

The  Presideat  then,  in  the  name  of  the  Conference,  expressed  to  M.  Rothe  the  satisfaction  it  felt  at  the 
participation  of  the  Danish  Government. 


88 


EXPLANATOKY   NOTES   FOR   KEEPING   THE   ABSTRACT   LOG. 


Tlie  original  reports  in  English  and  in  Frcncli  having  been  read  and  signed  by  all  the  members  of  the 

QUETELET. 


meeting,  the  President  declared  the  Conference  closed. 


EXPLANATORY    NOTES    FOR   KEEPING    THE    ABSTRACT    LOG. 

The  name  of  the  last  place  from  which  the  vessel  sailed,  and  the  place  to  which  she  is  going,  should  be 
stated  in  the  abstract. 

1st  Column. — The  Time  inserted  in  the  abstract  log  should  be  civil  time,  but  if  astronomical  [or  sea] 
time  is  inserted,  it  should  be  so  stated  at  the  commencement  of  the  log.  The  months  should  be  indicated 
by  the  Eoman  letters  from  I.  to  XII.  January  being  I.  [December  XII.]* 

2cl  Column. — HoURS;  this  column  contains  all  the  hours  at  the  even  numbers,  and  in  addition  9  A.  M. 
and  3  P.  M.  The  hours  4  A.  M.  and  9  A.  M.,  noon,  3  P.  M.  and  8  P.  M.  are  printed  in  larger  type,  to 
indicate  that  it  is  at  these  hours  that  observations  are  especially  required,  as  will  be  farther  explained. 

/      The  latitude  and  longitude  should   be  observed 
M  Column. — Latitude  observed.  |  frequently  at  sea,  and  more  especially  about  4  A.  M., 

noon,  and  8  P.  M.,  and  the  result  referred  by  the  log 
to  the  hour  nearest  to  which  the  observations  were 
made,  in  order  that  the  ship's  position  may  be  as 
accurately  determined  as  possible  at  those  times. 
Aith  CuZ»?«H.— Latitude  by  Dead  Eeckoning.    \  This  should  be  particularly  attended  to,  when  the 

shi})  is  expected  to  cross  or  enter  upon  any  of  the 
great  streams  and  currents  of  the  ocean,  the  trade 
or  periodical  winds.  The  position  by  dead  reckon- 
ing should  be  deduced  from  the  last  observation  for 
latitude  and  longitude.  If  the  longitude  is  deter- 
mined by  lunar  distances,  note  it  in  the  column  with 
its  proper  sign  0<I'*C.  and  if  by  chronometer  O  or 
*.  When  in  sight  of  land,  and  the  ship's  position 
is  determined  by  bearings,  it  is  still  desirable  that 
6//i  Column. — Longitude  by  Dead  Beckoning.  |  the  position  of  the  ship  should  be  given  in  latitude 

and  longitude,  in  the  proper  column. 
Ith  and  Qth  Columns. — DIRECTION  and  Eate  of  Currents  ;  on  ordinary  occasions  the  currents  should 
be  determined  at  noon  on  each  day,  by  comparing  the  position  of  the  ship,  as  determined  by  observation, 
and  its  position,  as  found  by  dead  reckoning ;  the  direction  and  rate  of  the  current  in  nautical  miles  for  the 


blh  Column. — Longitude  observed. 


•   The  remarks  contained  in  brackets  [   ]  are  added  by  me. — M.   F.   M. 


EXPLAXATOKY   NOTKS    FOli    KKKI'IXG    Ali.STllACT    LOG. 


89 


last  2-±  lioiirs  should  be  given  [or  better,  for  the  time  during  which  it  has  be(>n  felt] ;  besides  the  (Liily  entry 
at  noon,  the  rate  and  direction  of  currents  should  be  noted  at  shorter  intervals,  wlien  the  sliij)  is  in  the  vicinity 
of  the  great  oceanic  currents,  or  when  it  is  supposed  that  the  currents  may  sensibly  vary  iu  the  24  hours. 

9th  Column. — The  observed  VariatioX  should  be  entered  in  degrees  and  rniuutes ;  and  when  the 
variation  is  determined  by  observation  of  the  moon  or  a  star,  the  sign  (L  or  *  should  be  ])laced  after  the 
entry,  thus:  23°  16MV.  C. 

The  variation  should  be  corrected  for  local  attraction ;  in  other  words,  the  variation  entered  should  be 
what  the  variation  would  have  been,  had  the  ship  been  heading  at  the  time  of  observation  upon  the  course, 
in  which  the  local  variation  would  be  O. 

It  is  desirable  that  every  vessel  should  be  provided  with  a  standard  com2)ass,  with  which  all  the 
observations  for  variation  should  be  made.  The  position  of  the  standard  compass,  or  of  the  one  used, 
should  be  that  at  which  the  local  attraction  is  the  least,  and  the  compass  should  always  be  placed  in  the 
same  place.  When  the  variation  has  not  been  observed,  the  variation  used  should  be  corrected  for  local 
attraction,  and  noted. 

The  direction  and  force  of  the  wind  should  be 
regularly  entered  at  i  A.  M.,  noon,  and  8  P.  M.  The 
force  and  direction  entered  should  be  that  which  has 
been  most  prevalent  during  the  eight  preceding 
hours.  The  direction  should  be  by  compass,  and 
expressed  in  points.  The  force  of  the  wind  should 
be  indicated  by  the  figures  given  in  the  first  page ; 

(if  there  are  squalls,  their  force  should  be  given  in  a 
parenthesis  (  ),  opposite  the  hour  at  which  it  takes 
place. 
12th  and  loth  Columns. — The  BAROMETER  and  its  Thermometer  should  be  observed,  if  possible,  at 
all  the  hours  given  in  column  2,  and  at  least  at  i  and  9  A.  ISL,  noon,  3  and  8  P.  M.  [The  thermometer 
attached  to  the  barometer — and  if  none  be  attached,  one  should  be  tied  to  the  lower  end — should  be  care- 
fully noted  whenever  the  barometer  is  observed,  for  we  depend  upon  it  for  an  important  connection  for  the  Bar.] 
I'lth  and  15th  Columns. — The  Dry  and  Wet  Bulb  Thermometers  should  be  observed  at  the  same 
hours  as  the  barometer.  If  it  rains  at  the  time  when  the  observation  with  the  wet  bulb  is  taken,  put  the 
letter  B  after  the  temperature.  Before  reading  the  wet  bulb  thermometer,  the  bulb  [or  rather,  a  thin  old 
linen  rag  should  be  tied  tightly  about  the  bulli,  and  then  the  bulb]  should  be  moistened  with  fresh  water, 
and  allowed  to  remain  a  few  minutes  iu  the  open  air,  in  the  shade,  and  where  strong  currents  of  wind  from 
the  sails  cannot  afitect  it. 

All  the  thermometers  ought  to  have  two  scales,  one  that  of  the  country  to  which  the  ship  belongs, 
the  other  the  centigrade. 

IQth  Column. — The  Form  and  Direction  of  the  Clouds  should  he  noted  at  least  at  4  A.  M.,  noon, 
12 


10th  Column — Direction 
11th  Column — FoRGE 


of  the  Wind. 


90  THE  WIND  AXD  CURRENT  CUAKTS. 

and  8  P.  M.,  and  as  tliey  appear  at  the  time  of  observation.  Tlie  form  of  tlie  clonds  slionld  be  indicated 
by  the  letters  given  at  page  06.  AVhen  the  clouds  are  observed  to  be  going  in  different  directions  at 
the  same  time,  the  direction  of  the  upper  ones  should  be  stated  above  that  of  the  lower,  and  separated  by 
a  bar,  thus :  '^'^^.     [Plate  XVI.  shows  the  form  of  Clouds.] 

nth  Column. —  TiiE  PROPORTION  OF  THE  Sky  Clear  should  be  indicated  by  figures  from  0  to  10. 
Thus  8  indicates  that  ^%  of  the  sky  is  clear. 

ISih  Column. — FoG,  Rain,  Snow,  and  Hail.  The  number  of  hours  of  fog,  rain,  snow,  and  hail,  iu 
the  eight  lareceding  hours,  should  be  noted  at  4  A.  M.,  noon,  and  8  P.  M. 

The  letter  A,  indicates  fog;  C,  snow  ; 
B,  rain  ;  D,  hail. 

One  or  two  bars  placed  under  the  hours  indicate  degree  [intensity,  or  quantity]  ;  thus  3  B,  is  3  hours 
of  light  rain;  3  P>,  rain;  3  B,  heavy  rain. 

The  direction  and  force  of  the  wind,  etc.,  before,  during,  and  after  the  rain,  should  be  stated  iu  the 
column  of  Remarks. 

Wth  Column. — TiiE  State  of  the  Sea  during  the  eight  preceding  hours  should  be  stated  at  -i  A.  M., 
noon,  and  8  P.  M.,  by  means  of  the  signs  given  on  the  second  page.  [These  signs  were  omitted  to  be 
inserted  in  the  original.] 

20lh  Column. — Temperature  of  tue  Water  at  the  Surface.  Por  the  hours  at  which  the  observa- 
tions should  be  taken,  see  directions  for  the  Ixirometer  and  thermometer.  The  water  should  be  taken  up 
in  a  wooden  bucket,  as  far  as  possible  from  the  ship's  side,  and  placed  in  the  shade  on  deck  ;  the  thermo- 
meter should  then  be  placed  in  the  water,  and  left  there  for  two  or  three  minutes,  [five,]  and  read  afterwards, 
whilst  the  bulb  is  in  the  water.  In  addition  to  the  ordinary  observations,  the  temperature  of  the  water 
should  be  tnken  when  any  particular  circumstances  may  seem  to  make  it  desirable,  as  when  there  are 
changes  in  the  color  of  the  water,  [or  when  the  vessel  is]  in  the  ueigliborhood  of  ice,  shoals,  the  gulf  or 
other  streams,  and  at  the  mouths  of  great  rivers. 

The  temperature  of  the  water  should  also  be  taken  during  thunderstorms,  and  when  any  electrical 
phenomena  are  observed. 

21si  Column. — The  Specific  Gravity  of  the  Water  at  the  Surface  or  at  different  Depths, 
should  be  noted  at  least  once  a  day ;  when  the  water  is  taken  from  a  certain  depth,  the  depth  should  be 
entered  under  the  specific  gravity,  and  under  a  line  ( jlH ).  The  specific  gravity  is  stated  without  any 
other  correction  than  that  which  the  instrument  employed  may  require.  The  temperature  of  the  water 
should  be  placed  in  the  20th  and  22d  columns.  It  is  desirable  that  a  uniform  scale  should  be  adopted  in 
the  instruments  used  in  ascertaining  the  specific  gravity ;  that  the  specific  gravity  of  distilled  water  should 
be  the  unit,  and  that  of  the  sea-water  expressed  in  decimals.  [The  hydrometer  of  commerce,  that  is,  the 
one  of  glass,  and  in  the  shape  of  a  thermometer  with  a  huge  bulb  slightly  loaded,  used  for  proving 
spirits,  is  the  one  recommended  for  the  American  service.] 

22c?  Column. — The  Temperature  of  the  Water  at  different  Depths,  should  be  taken  at  least  once 


KXl'I.ANATOHY    NoTKS    FOR    KKKPIXG    AliS'l'HACT    I.OU.  01 

a  day,  according  ns  circuinstunce.s  may  be  moi'c  or  less  favorable;  tlio  temperature  sliould  be  entered  above 
the  specific  gravity  and  separated  IVom  it  by  a  bur  (^~)  ;  the  unit  of  measure  in  depths  is  [fathoms  of  six 
feet  each,  English].  In  taking  water  from  niddcratc  depths,  it  may  be  hauled  up  in  a  cylindrical  box,  18 
inches  long  and  6  inches  in  diameter,  having  two  valves  in  the  ends  opening  upwards.  This  box  may  be 
either  of  wood  or  iron,  and  attached  to  the  deep-sea  lead.     [.Self-registering  metallic  thermometers  are  better.] 

It  is  desirable,  frequently,  to  try  the  temperature  of  the  water  at  the  depth  of  the  ship's  cock  below 
the  surface ;  the  cock  should  bo  left  open  for  8  or  10  minutes  before  the  bucket  is  filled,  and  the  thermome- 
ter should  be  left  two  or  three  minutes  [five]  in  the  water,  as  before  described,  before  reading  it,  and  it 
may  be  well  to  note  the  rate  of  the  ship  at  the  time  the  cock  was  open.  The  temperature  of  the  water 
at  the  surface  should  be  observed,  whenever  the  temperature  at  different  depths  is  taken. 

When  there  is  a  great  difference  between  the  temperature  of  the  water  at  the  surface,  and  at  some 
depth,  observe  the  indications  of  the  wet  and  dry  bulb  thermometers,  and  note  them  in  the  column  of 
Eemarks. 

Although  these  observations  are  of  importance  in  every  [)art  of  the  globe,  still,  there  arc  certain 
regions  where  the  differences  between  the  temperature  at  the  surface  and  the  temperature  at  certain  depths 
have  a  particular  interest.  We  may  mention  the  regions  of  the  trade-winds,  the  Indian  Ocean,  the  Cape 
of  Good  Ilope,  and  especially  in  the  Lagullas  current,  and  near  the  mouths  of  great  rivers. 

Column  of  Eemakks. — The  column  of  remarks  will  contain  everything  which  the  captain  may  cou- 

isider  useful.     We  direct  attention  to  the  following  points : — 
1st.  If  the  vessel  is  a  steamer,  state  whether  she  was  steaming  or  tnider  sail  at  the  time  the  observa- 
tions are  made. 

Tempests^  tornadoes,  whirlwinds,  typhoons,  or  hurricanes,  etc. — Every  circumstance  connected  with  these 
should  be  stated  in  great  detail,  the  different  changes  of  the  wind,  the  appearance  of  the  sky  and  the  clouds, 
of  the  sea  and  electrical  phenomena,  rain,  hail,  etc.  The  height  of  the  barometer  sliould  be  frequently 
noted,  at  least  as  often  as  there  is  a  change  of  a  tenth  of  an  inch,  ami  the  time  when  the  remarks  are 
made  [(".  e.  when  the  phenomena  are  seen,  or  when  the  observations  are  made],  should  be  stated. 

When  ivaterspouts  are  observed,  the  time  of  their  duration,  their  successive  appearances,  their  forma- 
tion, gyratory  movement,  translation,  and  breaking  np,  should  bo  described. 

Note  the  circumstances  attending  storms,  the  thunder,  lightning,  etc.,  and  when  phenomena  of  this 
nature  arc  observed  by  navigators,  they  should  be  guided  in  their  observations  by  a  reference  to  analogous 
phenomena,  which  they  may  have  observed  in  other  regions,  more  especially  upon  the  edge  ot  the  Gulf 
Stream. 

It  is  desirable  to  have  the  teynjKrature  of  the  rain  compared  with  the  temperature  of  tlie  air. 

When  it  hails,  describe  the  hailstones,  and  the  electrical  phenomena. 

Note  the  quantity  of  dew,  the  time  when  it  commences  to  fall,  and,  in  eases  of  extraordinary  deposits, 
note  the  temperature  of  the  air  as  close  to  the  surfiice  of  the  sea  as  possible,  and  at  the  same  time  at  the 
masthead. 


92  THE   WIND   AND   CUKRENT   CHAXiTS. 

When  red  forjs  or  slioxvers  cf  dust  are  met  with,  describe  the  weather  and  the  appearance  of  the  sky,  and 
obtain,  if  possible,  specimens  of  the  dust. 

Observe  the  height  of  the  ivaves,  the  distance  between  them,  and  their  rate  of  progress. 
Note  tlie  tide-rips  seen,  particuhirly  in  the  tropics,  and  the  ago  of  the  moon  at  the  time. 
When  the  surface  of  the  sea  is  covered  v;iih  pinl:  or  u-Jiite  jxitcltes  of  water,  as  is  often  the  case  in  the 
Pacific  Ocean,  describe  them,  and  preserve  specimens  of  the  water  in  phials  with  ground-glass  stoppers ;  if 
practicable,  get  a  cast  of  the  deep-sea  lead,  and  take  the  temperature  of  the  water  at  the  surface,  and  at 
some  depth. 

When  deep-sea  soundings  are  taken,  state  the  time  the  lead  takes  to  descend  each  100  fathoms,  and 
carefully  preserve  whatever  the  lead  brings  up  from  the  bottom.  [Deep-sea  soundings  should  always  be 
made  from  a  boat.] 

It  is  much  to  be  desired,  for  the  sake  of  comparison,  that  the  same  sized  line  and  the  same  shaped  lead, 
of  equal  weight,  should  be  used.  [For  description  of  those  used  in  the  U.  S.  Navy,  see  Gth  ed.  Maury's 
Sailing  Directions^] 

lu  places  whore  ice  may  be  met  with,  observe  the  temperature  of  the  water  frequently;  these  observa- 
tions are  most  valuable  when  tliere  are  fogs  which  may  prevent  the  ice  from  being  seen,  as  they  may 
indicate  its  presence  even  at  the  distance  of  2  or  3  miles,  especially  when  the  ice  is  to  leeward. 
Note  the  appearance  of  the  ice,  and  the  direction  in  which  it  has  been  drifted. 

In  addition  to  the  thermometers  usually  supplied  to  ships,  it  is  desirable  that  they  should  be  furnished 
with  others  tvith.  while,  black,  and  blue  bulbs,  colored  with  water  colors.  These  three  thermometers  should 
be  exposed  simultaneously  to  the  sun  in  fine  weather  for  some  minutes  at  9  A.  M.,  noon,  and  3  P.  M.,  and 
occasionally  at  night  [to  the  open  sky]  in  time  of  dew ;  their  indications  should  be  entered  in  the  column 
of  Kemarks. 

Note  the  shooting  stars ;  their  point  of  departure  and  the  point  to  which  they  appear  to  converge,  the 
constellations  which  they  traverse,  their  numbers  in  a  given  time.  They  should  be  especially  observed 
about  the  10th  of  August  and  the  middle  of  November. 

The  Aurora  borecdis,  the  time  of  its  appearance  and  disappearance,  extent,  form,  position,  intensity  of 
light,  color,  its  motions,  and  changes  should  be  described. 
Halos,  rainbows,  meteors,  etc.  should  also  be  noted. 

Carefully  note  the  appearance  of  birds,  insects,  Jlsh,  sea-iveed,  drift  wood,  and  mention  any  circumstances 
which  may  throw  light  upon  their  appearance. 

When  at  anchor,  tidal  observations  should  not  be  neglected,  and  the  times  of  high  and  low  water,  if 
possible,  should  be  observed;  state  the  time  also  of  change  of  tide,  the  rate  and  direction  of  the  current  at 
various  stages,  both  on  the  flow  and  ebb,  and  everything  relative  to  this  important  question.  Hourly 
meteorological  observations,  especially  at  the  times  of  the  equinoxes  and  solstices,  Avould  be  very  valuable. 
In  addition  to  the  observations  mentioned  in  the  abstract  log,  it  is  desii'able  that  each  captain  should 
write  at  the  end  any  general  remarks  which  liis  personal  experience  may  suggest  [as  to  the  route  pursued, 
currents,  winds,  &c.,  encountered  hv  tlio  w;iy],  more  especinllv  il'  he  lias  freqnontlv  made  tlie  same  voyage. 


ABSTRACT  LOG. 


93 


ABSTRACT  LOG. 


(2). 


(3). 


(5).  Local  Deviation: — 

Before  sailing. 


SHIP  S  BEAD. 


north, 

N.N.E, 
N.E.  . 
E.N.E. 

east. 

E.S.E. 

S.E. 

S.S.E. 


DEr.UEES  i  .  „  DEGREES 

'  SHIP  S  HEAD. 

OP  DEVIATION.  I     OF  DEVIATION. 


SOUTH. 
S.S.W.  . 
S.W.  .  . 
W.S.W. . 

WEST.  . 

■n'.N.w. 

N.W.  .  , 
N.N.W. 


When  arrived. 


ship's  head.  '      ■  SHIP'S  HEAD, 

OF  DEVIATION 


NORTH 
N.N.E.  . 
N.E.   .   . 

E.N.E. 
EAST. 
E.S.E. 
S.E.     . 

S.S.E. 

SOUTH. 
S.S.W.  . 
S.W.  .  , 
W.S.W.  . 
WEST.  . 
W.N.W. 
N.W.  .  , 
N.N.W. 


DEGREES 
OF  DEVIATION. 


(1).  Enter  the  class  of  the  vessel,  her  name,  country,  and  the  name  of  the  captain. 

(2).  If  the  vessel  is  of  iron  or  wood,  and  mention  the  quantity  of  iron,  if  any,  in  the  cargo. 

(3).  Enter  the  names  of  the  places  at  which  the  vessel  has  called  during  her  voyage. 

(4).  Name  the  meridian  from  which  the  longitude  is  calculated. 

(5).  Give  the  table  of  local  deviation  at  the  commencement  and  at  the  end  of  the  voyage;  and  state  in  the  log  the  manner  in 
which  it  was  determined,  and  if  the  vessel  was  loaded  with  any  iron  when  the  observation  was  made,  or  whether  any  iron  as  cargo  was 
taken  on  board  after  the  observation  was  made. 

If  practicable,  the  operation  should  be  repeated  during  the  voyage. 


9i 


THE  WIND  AND  CURRENT  CHARTS. 


ABSTRACT   LOG 


CAPTAIN 


LATITDDE  BY 

lONQITDDE  BY 

CURRE.NT3. 

WINDS. 

BAROMETER. 

DATE. 

HOUR. 

MAGNETIC 
VARIATION 

1 

Observation. 

D.         K. 

Observation. 

D.        K. 

Direction. 

Rate. 

OBSERVEU. 

Direction. 

Rate. 

Height. 

Thcr. 
attached. 

I. 

31. 

2 
4 

6 
8 
9 

10 

Noon. 

12 

2 
3 

4 
6 
8 

10 
12 

ir. 
1. 

2 

(1) 

(2) 

(3) 

(i) 

(») 

(fi) 

(') 

(«) 

(9) 

(10) 

(11) 

(12) 

(13) 

[a] 

[b] 

[a] 

[c] 

[a] 

[c] 

[a] 

[a] 

[a] 

[a] 

[a] 

[a] 

[a] 

ABSTRACT   LOG   FOR   THE 


OATE. 

HOUR. 

LATITUDE. 

LONGITUDE. 

CURRENTS. 

BAROMETER. 

THERMOM. 

FORMS  AND 
DIRECTION 
OF  CLOUDS. 

PROr. 

OF 

SKY 

CLEAR. 

HOURS  OF 
FOG  A. 
KAIN  B. 
SNOW  C 
HAIL  D. 

MAGNETIC 

Direction. 

Rate. 

Height. 

Tlier. 

attach  VI. 

Air. 

Water. 

VARIATION 
OBSERVED. 

I. 

31. 

Noon. 

II. 
I. 

Noon. 

2 

Noon. 

3 

4 

9 

12 
3 
8 
4 
9 

12 
3 
8 
4 
9 
12 
3 
8 
4 

• 

ABSTRACT   LOG. 


95 


FROM 


TO 


185 


THERMOMETER. 

HOURS  OF 

WATER. 

FORMS  ANIJ 
DIRECTION 

OF 

FOG  A. 

BAIN  n. 

STATE 
(IF 

STATE  OF 
THE 

REMARKS. 

Dry 
bulb. 

Wet 
bulb. 

OF  CLOUDS. 

CLEAR. 

SNOW  c. 
HAIL  11. 

TIIK  SEA. 

Temp. 
at  suriace. 

Specific 
gravity. 

Temp, 
at  lU'ptli. 

WEATIIKR. 

This   form   is    in- 

tended more  especial- 

ly for  men-of-war. 

(li) 

(15) 

(1(3) 

(17) 

(18) 

(10) 

(20) 

(21) 

(22) 

(23) 

(24) 

[a] 

Lb] 

[a] 

[a] 

[a] 

[c] 

[a] 

[b] 

[b] 

[C] 

[a] 

MERCHANT   SERVICE. 


WINDS. 

RATE. 

1                                                                               REMARKS. 

This  form  contains  the  minimum  of  what  must  be  furnished  by  American  mer- 
chantmen, in  order  to  entitle  them  to  a  copy  of  Charts  and  Sailing  Directions.     It 
is  hoped,  however,  that  many  of  them  at  least  will  be  willing  to  do  more,  and  to  fill 
up  the  man-of-war  log.     Forms  of  this  will  be  given  to  all  who  will  ask  for  them. 

(L.itter  part. ) 

(First  part.) 

(Mid.llepart. ) 

(Latter  part.  ) 

96 


THE   WIND   AND   CUKRENT   CHARTS. 


Describe  on  a  blank  page,  in  the  beginning  of  yoiir  Abstract,  the  instruments  you  Lave  on  board,  tlie 
manner  of  using  them,  and  of  malcing  the  observations. 


Barometer  (corrections  to) 


Index  error. 

Capacity. 

Capillarity. 


Mean  height  above  the  sea. 


Compared  hj  Mr. 
ivith  the  standard  at 


185 


Thermometers  (correction  to).     [Number  your  thermometers,  and  state  the  corrections  that  are  to  be 

applied  to  the  various  readings  of  each,  to  make  them  correct.] 


Force  of  the  Wind  indicated  by  numbers  (sailing  by  the  wind). 


0.  Calm. 

1.  Ship  has  steerage. 

2.  Clean  full  1  to  2  knots. 

3.  Clean  full  3  to  -i  knots. 

4.  Clean  full  5  to  6  knots. 


5.  With  royals. 

6.  Top    gallants    over    single 

reefs. 

7.  Double-reefed  topsails. 

8.  Triple-reefed  topsails. 


9.  Close-reefed    topsails   and 
courses. 

10.  Close-reefed  main   tojDsail 

and  reefed  foresail. 

11.  Stay  sails. 


Forms  of  Clouds  are:  cirrus  ((7/.);  cumulus  (C(^);  stratus  (<S'^) ;  nimbus  (A^/.),  etc.  [See  Plate  XVI.] 


THE   FIELD   OF   KESEAKCII.  97 


THE   INDIAN    OCEAN. 


A  Gulf  Stream,  nearly  if  not  quite  equal  to  our  own  in  the  Atlantic,  has  its  genesis  iu  the  Indian 
Ocean.  Its  waters  are  nearly  at  blood  heat;  they  frequently  reach  a  temperature  of  90°.  Between  the 
shores  of  China  and  one  of  the  sources  of  this  hot  stream,  but  counter  to  it,  is  a  current  of  cold  water. 

In  this  system  of  aqueous  cii'culation  thus  detected,  and  iu  the  prevailing  winds  of  tlie  Pacific,  are  to 
be  found  the  conditions  which  cause  the  climates  of  the  Atlantic  States  to  be  repeated  along  the  coasts  of 
China ;  the  climate  of  Western  Europe  to  be  reduplicated  in  Northwestern  America.  Here,  iu  the  tepid 
waters  of  India,  which  this  stream  conveys  towards  the  Fox  Islands — the  Newfoundland  of  the  Pacific 
Ocean — is  to  be  found  the  origin  of  the  fogs  of  the  North  Pacific,  and  the  European-like  climate  of  Oregon. 
It  may  be  expected  that  the  storms  which  take  their  rise  near  the  western  margin  of  the  Pacific  Ocean,  will 
also  follow  this  stream  in  their  course. 

The  passage  from  China  to  San  Francisco  is  now  (1852),  made  iu  5-4  days.  But  with  the  knowledge 
which  these  Charts  promise  us,  with  regard  to  this  stream  and  the  winds  of  that  ocean,  there  is  reason  to 
believe  that  the  average  passage  under  canvas  may  be  yet  still  further  and  considerably  reduced.  [This 
expectation  has  been  realized.  The  passage  has  been  made  in  less  than  40  days  from  Shanghai  to  Sau 
Francisco,  and  the  clipper  ship  Sword  Fish  has  just  made  the  run  from  Shanghai  to  California  in  32  days. 
November,  1853.] 

There  is  a  part,  too,  of  the  North  Pacific,  which  answers  to  our  Sargasso  Sea  of  the  Atlantic.  In  it, 
sea-weed  and  drifl-wood  will  probably  be  found,  though  not  in  such  quantities  as  in  the  Atlantic.  I  have 
already  received  some  information  concerning  a  sort  of  Sargasso  Sea  in  the  Pacific. 

Bottles  containing  a  paper  with  the  date  and  place  of  the  ship,  and  requesting  the  finder  to  cause  the 
same  to  be  published  in  the  nearest  newspaper,  and  forwarded  to  the  Superintendent  of  the  National  Ob- 
servatory, at  Washington,  with  an  account  of  the  time  and  place  at  which  it  may  be  picked  up,  would,  in 
many  eases,  afford  much  useful,  valuable,  and  interesting  information  concerning  the  currents  of  the  Pacific 
Ocean. 

The  practice  of  throwing  bottles  thus  freighted  overboard  in  that  and  the  Indian  Ocean  is  recommended 
to  navigators  who  are  co-operating  with  me  in  these  investigations,  and  a  frequent  resort  to  this  ]iracticc  is 
earnestly  commended  to  their  attention. 

The  Indian  Ocean  is  the  fountain  of  another  stream  of  warm  water  which  flows  south,  and  a  branch  of 
which  is  the  well-known  LaguUas  current. 

With  the  information  to  be  derived  from  the  abstract  log-books  with  which  I  hope  every  American 
navigator  that  visits  those  seas  will  furnish  me,  I  see  reason  for  the  anticipation  of  great  improvements  in 
the  navigation  there— particularly  in  the  navigation  between  New  Holland  and  India ;  and  between  India, 
China,  and  the  Cape  of  Good  Hope. 

The  discovery  has  already  been  made  that,  iu  certain  parts  of  the  China  seas,  each  month  almost  has  a 
13 


98 


THE   WIND   AND   CUREENT    CHARTS. 


system  of  winds  jieculiar  to' itself.     Thus,  the  winds  between  the  parallels  of  15°  and  20°  N.,  and  the 
meridians  of  110°  and  115°  E.  are: — 


In  Dec.,  between 

Jan., 

Feb., 

March  and  April, 

May, 


N.  and  N.  E.  inclusive. 

N. and  E. 

N.  N.  E.  and  E. 

N.  E.  and  S.  E. 

N.  by  way  of  E.  to  S.  W. 


Lat.  5°  and  10°  N.,  long.  105°  and  110°  E. 

April,  between  N.  E.  and  E.  inclining  to  v'bl. 

May,  around  the  Compass. 

June,  between  S.  E.  and  S.  "W. 

July,  "          S.  and  S.  W. 

June,  "          S.  E.  and  S.  S.  W. 

July,  "          S.  and  S.  W. 

August,      "  S.  and  W.  S.  W. 


Sept.,  around  the  Compass. 

Oct.  and  Kov.,  between  N.  and  E. 


5°  and  10°  K  105°  and  110°  E. 
Dec,  Jan.,  and  Feb.,  between  N.  and  N.  E. 
March,  steady  from  N.  E. 

Aug.  and  Sept.,  between  S.  and  W.  N".  W. 
Oct.  and  Nov.,  variable,  around  Compass.    PI.  I. 


Lat.  15°  and  20°  N.,  long.  115°  and  120°  E. 
Dec.  to  April,  between  N.  and  E. 
May  and  June,  Variable. 

July  and  Aug.,  between  S.  S.  W.  and  S.  W. 
Sept.  and  Oct.,  Variable. 


These  facts  have  been  clearly  brought  out  by  patient  and  laborious  investigation;  and  that  such  are 
the  differences  with  regard  to  the  winds  in  difierent  parts  of  this  ocean,  and  at  different  seasons  of  the 
year,  there  is  no  more  doubt  than  there  is  as  to  the  foct  that  the  monsoons  change. 

Some  few  masters  of  merchantmen,  I  am  aware,  have  refused  or  withheld  co-operation  in  this  under- 
taking, upon  the  plea  that  I  have  some  theory  of  my  own  which  I  am  seeking  to  build  up  by  these  re- 
searches. 

They  are  mistaken;  I  am  searching  after  the  truths  of  Nature.  I  set  out  with  no  theory;  and  I  have 
none  to  build  up.  I  set  out  with  the  view  of  collecting  facts,  of  gathering  and  presenting,  side  by  side,  the 
experience  of  every  navigator  with  regard  to  the  winds  and  currents,  and  the  phenomena  of  the  sea— of 
taking  the  records  thereof  from  all  the  log-books  I  could  obtain— and  of  discussing  them,  that  I  might  as- 
certain, not  from  the  reports  of  one  or  two  witnesses,  but  from  a  multitude  of  seamen,  the  prevailing  winds 
for  every  month  in  every  part  of  the  ocean ;  and  as  to  the  manner  of  doing  this,  I  have  been  governed 
altogether  by  the  principles  of  inductive  philosophy. 

The  better  to  impress  navigators  with  correct  notions  as  to  the  degree  of  coniidence  which  is  due  the 
results  thus  obtained  and  announced,  I  will  explain,  by  way  of  example,  the  process  by  wliich  those 
above  quoted  as  to  the  winds  in  the  China  Sea,  were  obtained ;  for  this  purpose,  I  present  for  their  exami- 
nation a  fac-siniile  taken  from  the  sheet  upon  which  Lieutenant  Forrest  is  engaged  in  marking  the  direction 
of  the  winds  recorded  in  their  logs.     It  is  also  a  sample  of  what  I  am  doing  for  all  parts  of  the  ocean. 

It  is  divided  into  districts  of  5°  of  lat.  by  5°  of  long,  each,  and  in  whatever  part  of  one  of  these  districts 
a  navigator  may  be  when  he  records  the  direction  of  the  wind  in  his  log,  from  that  direction,  the  wind  is 


THE    FIELD   OF   RESEARCH.  99 

I  assumed  to  be  blowing  at  that  time  all  over  that  district;  and  this  is  the  only  assumption  that  is  permitted 
in  the  whole  course  of  investigation. 

Now  if  the  navigator  will  draw,  or  imagine  to  be  drawn,  in  any  such  district,  12  vertical  columns  for 
the  12  mouths — and  then  16  horizontal  lines  through  the  same  district  for  the  IG  points  of  the  compass,  /.  e. 
for  N.,  N.  N.  E.,  N.  E.,  E.  N.  E.,  and  so  on,  omitting  the  Jy-points,  he  will  have  before  him  a  picture  of  the 
'  "Investigating  Chart,"  out  of  which  the  "Pilot  Charts"  are  constructed.  In  this  case,  the  alternate  points  of 
the  compass  only  are  used ;  because,  when  sailing  free,  the  direction  of  the  wind  is  seldom  given  for  such 
points  as  N.  by  E.,  "W.  by  S.,  &c.  Moreover  any  attempt,  for  the  present,  at  greater  nicety  would  be  over- 
refinement  ;  for  navigators  do  not  always  make  allowance  for  the  aberration  of  the  wind  ;  in  other  words, 
they  do  not  allow  for  the  apparent  change  in  the  direction  of  the  wind  caused  by  the  rate  at  which  the 
vessel  may  be  moving  through  the  water,  and  the  angle  which  her  course  makes  with  the  true  direction 
of  the  wind.  Bearing  this  explanation  in  mind,  the  intelligent  navigator  will  have  no  difficulty  in  under- 
standing the  wind  diagram  (Plate  I.),  and  in  forming  a  correct  opinion  as  to  the  degree  of  credit  due  to  the 
results  afforded  by  it. 

Instead  of  entering  the  wind  in  the  log  as  from  the  2^'^"'nt  of  the  compass  from  which  it  blows,  many 
seamen  were  too  much  in  the  haliit,  particularly  when  the  wind  was  a  little  variable,  to  enter  it  as  from  the 
"  Sd.  and  Wd.,"  "  Nd.  and  Ed.,"  and  so  on,  by  quadrants. 

In  such  cases,  the  officers  here  who  are  conducting  the  investigations,  are  at  a  loss  to  know  how  to 
enter  such  winds  on  the  sheet;  they  do  7iot  know,  in  the  case  of  the  entry  "Nd.  and  Ed.,"  for  example, 
whether  to  enter  it  on  the  N.  N.  E.,  the  N.  E.,  or  the  E.  N.  E.  line,  for  these  are  all  "  Nd.  and  Ed." 

As  soon  as  the  attention  of  those  who  were  keeping  abstracts  for  me  was  called  to  this,  they  with  o-reat 
promptitude  and  fidelity,  I  have  reason  to  believe,  remedied  the  defect  and  adopted  the  plan  recommended 
by  entering  the  wind  for  the  first,  middle,  and  latter  part  3  times  a  day.  They  entered  it  from  that  point  of 
the  compass  from  which  it  most  prevailed  during  each  part.  Thus,  three  entries  or  scores  are  made  on  the 
sheet  for  every  day; — these  scores  are  made  in  the  column  standing  for  the  month,  and  on  the  line  standino' 
for  the  point  of  the  compass  from  which  the  wind  prevailed. 

As  the  compiler  wades  through  log-book  after  log-book,  and  scores  down  in  column  after  column, 
and  upon  line  after  line,  mark  after  mark,  he  at  last  finds  that,  under  the  month  and  from  the  course  upon 
which  he  is  about  to  make  an  entry,  he  has  already  made  four  marks  or  scores  thus  (1 1 1 1).  The  one  that 
he  has  now  to  enter  will  make  the  fifth,  and  he  "scores  and  tallies;"  and  so  on,  until  all  the  abstracts  relat- 
ing to  that  part  of  the  ocean  \ipon  which  he  is  at  work  has  been  gone  over,  and  his  materials  exhausted. 
These  "fives  and  tallies"  are  exhibited  on  Plate  I. 

He  then  sums  up  the  number  of  winds  entered  from  each  point  for  each  mouth,  and  enters  the  same 
—expressed  in  figures — in  its  appropriate  place  on  the  "  Wind-rose"  of  the  Pilot  Chart.     Plate  V. 

The  course  of  the  winds  as  given  in  the  abstracts  are  compass  courses,  and  they  are  entered  on  his 
working  sheet  accordingly.  For  example :  if  the  variation  be  more  than  one  point,  and  less  than  three, 
the  compiloi",  when  he  goes  to  transfer  results  to  the  Pilot  Chart,  makes  the  correction  for  all  at  once,  by 


100 


THE  WIND  AND  CURKENT  CHARTS. 


allowiug  for  two  points  of  varktion,  so  that  the  Pilot  Chart  may  show  the  true  courses  of  the  winds  as 
nearly  as  possible. 

Thus,  suppose  that,  in  the  district  which  the  compiler  is  about  to  transfer,  the  variation  be  two  points 
east ;  what  he  has  recorded  in  his  working  sheet  as  north  winds,  for  instance,  are  transferred  to  the  Pilot 
Chart  as  N.  N".  E.  winds,  and  so  on,  correcting  every  course  for  variation.  If  the  variation  be  one  point 
or  less,  then  the  transfer  is  made  without  any  correction. 

Now,  with  this  explanation,  it  will  be  seen  that  in  the  district  marked  A  (Plate  I.),  there  have  been 
examined  the  logs  of  vessels  that,  giving  the  direction  of  the  wind  for  every  eight  hours,  have  altogether 
spent  days  enough  to  enable  me  to  record  the  calms  and  the  prevailing  direction  of  the  wind  for  eight 
hours,  2,l-i4  times :  of  these,  285  were  for  the  month  of  August ;  and  of  these  285  observations  for 
August,  the  wind  is  reported  as  prevailing  for  as  much  as  eight  hours  at  a  time :  from  N.  3  times ;  from 
N.  N.E.I;  N.  E.  2;  E.  N.  E.  1;  E.  0;  E.  S.  E.  1;  S.  E.4;  S.  S.  E.  2;  S.  24;  S.  S.  W.  45;  S.W. 
93;  W.  S.  W.  24;  W.  47;  W.  N.  W.  17;  N.  W.  15;  N.  N.  W.  1 ;  Calms  (the  little  O's)  6 ;  total  285 
for  this  month  in  this  district. 

Now  the  only  questions  to  be  asked  and  answered,  as  expressive  of  doubt  with  regard  to  these  results 
are :  Were  these  observations  made  under  the  usual  condition  of  things?  And  if  so  :  Are  there  enough  of 
them  to  afford  a  fair  average  as  to  the  prevailing  directions  of  the  winds  in  that  district  ? 

The  log-books  are  taken  at  random,  examined  with  care  and  quoted  with  fidelity,  and  therefore,  as 
the  observations  were  made  by  mariners  as  they  chanced  to  pass  to  and  fro  through  this  or  that  part  of  the 
ocean,  the  presumption  is  a  fair  one  that  their  records  show  fairly. 

Are  the  observations  sufficiently  numerous  to  aftbrd  the  data  for  a  fair  averao-e? 

The  answer  in  this  case  depends  upon  the  opinion  of  him  who  undertakes  to  reply;  but  to  be  sure  of 
erring  on  the  right  side,  if  err  I  must,  I  have  aimed  to  get  at  least,  on  the  average,  100  observations  for 
every  month  in  every  district.  This  is  my  aim,  but  practically  I  have  found  it  difficult  to  accomplish  it. 
In  some  districts,  I  have  obtained  as  many  as  1,800  observations  for  a  single  month;  whereas,  in  another 
month,  in  a  neighboring  district,  I  have  not  been  enabled  to  obtain  a  single  observation ;  and  such  is  liable 
to  be  the  case  as  long  as  some  parts  of  the  ocean,  as  there  must  be,  are  frequented  more  than  other  parts, 
or  as  long  as  crops  come  to  market  at  different  periods  of  the  year,  and  commerce  has  its  seasons  of 
annually  recurring  activity  and  repose. 

There  is  then  this  satisfaction  to  the  practical  navigator,  when  he  sees  a  blank  Wind-rose  on  the  Pilot 
Chart:  he  wants  most  to  use  the  parts  of  the  ocean  that  are  the  most  frequented  and  are  the  great  high- 
ways; while  those  parts  which  lie  out  of  the  paths  of  commerce  possess  so  little  practical  interest  to  hL, 
that  he  does  not  care  to  know  which  way  the  wind  blows  there.  The  navigator,  therefore,  stands  a  very 
good  chance  of  getting  all  he  wants  from  these  Charts;-it  is  the  philosopher  who  wishes  to  trace  in  "  his 
circuit"  tlie  winds  in  the  unfrequented  parts  of  the  ocean,  and  for  his  sake  it  is  desirable  to  have  records 
extending  over  all  parts  of  the  ocean,  and  in  all  seasons  alike. 

But  Plate  I.  incomplete  as  it  is,  affords  much  that  is  interesting  to  the  philosophical  navigator;  though 


THE    FIELD   OF    RESEARCH.  101 

it  lias  been  said  in  liigh  places  in  this  country,  that  philosophical  research  and  the  pursuits  of  the  sailor  are 
incompatible  :  as  seamen  became  philosophers,  they  "  lose  the  qualities  and  habits  necessary  for  command 
at  sea."  So  said  one  high  in  office,  and  to  whose  sayings,  place,  and  not  the  man,  gives  importance. 
Divested  of  his  little  brief  authority,  his  opinion  is  of  no  consequence ;  for,  being  neither  sailor  nor  phi- 
losopher, he  is  no  judge  in  such  a  case  at  least. 

There  is  no  calling  of  men  who  have  done  more  for  philosophy  than  mariners;  and  any  one  who  will 
take  the  trouble  to  examine  Plate  I.,  which  is  made  up  entirely  of  observations  by  this  muuli-abused  class, 
will  find  it  abounding  with  philosophical  truths,  principles,  and  instruction.  More  than  any  other  class, 
the  sailor,  out  u})on  the  great  deep,  is  accustomed  to  observe  the  workings  of  nature  ;  and  he,  to  be  fit  for 
his  calling,  must  be  a  philosopher  in  the  truest  sense  of  the  term. 

Upon  this  Plate,  he  sees  marked  out,  in  the  most  beautiful  and  striking  manner,  the  path  of  the  "  wiml 
in  his  circuits"  over  the  part  of  the  ocean  to  which  it  relates.  He  perceives,  by  examination,  that  the  law 
which  governs  the  wind  in  district  A,  is  not  the  law  which  governs  it  in  district  B. 

That  in  the  former,  the  month  of  Se23tember  is  remarkable  for  the  pertinacity  and  steadiness  with 
which  the  wind  clings  to  the  S.  W.  quadrant.  That  in  the  latter,  it  is  all  around  the  compass  for  Sep- 
tember, inclining  to  prevail  most  from  the  N.  E.  quadrant.  After  looking  at  A,  he  will  conclude  that 
every  season  of  the  year,  winter,  spring,  summer,  and  autumn,  may  be  said  there  to  have  each  its  own 
monsoons  or  peculiar  system  of  winds.  The  winds  take  almost  from  December  to  September,  gradually  to 
get  from  northward  and  eastward,  around  the  compass  to  southward  and  westward  ;  and  they  leap  back 
almost  at  a  single  bound,  it  may  be  said,  in  the  mouth  of  October. 

There  are  many  other  respects  in  which  the  philosophical  navigator  (and  I  hold  every  properly 
qiialified  navigat(_ir  to  be  a  philosopher)  will  find  himself  interested  with  regard  to  the  statistics  exhibited 
in  this  Plate.  • 

The  number  expressed  in  fig-ures  denotes  the  whole  number  of  observations  of  calms  and  winds 
together,  that  are  recorded  for  each  month  and  district. 

In  C,  the  wind  in  May  sets  one  third  of  the  time  from  west.  But  in  A,  which  is  between  the  same 
parallels,  the  favorite  quarter  for  the  same  month  is  from  S.  to  S.  W.,  the  wind  setting  one-third  of  the 
time  in  that  quarter,  and  only  10  out  of  221  times  from  the  west;  or,  on  the  average,  it  blows  from  the 
west  only  IJ  day  during  the  month  of  May. 

In  B,  notice  the  great  "  Sun  Swing"  of  the  winds  in  September,  indicating  that  the  change  from 
summer  to  winter,  in  that  region,  is  sudden  and  violent ;  from  winter  to  summer,  gentle  and  gradual. 

The  proposition  to  collect  a  great  number  of  log-books  with  the  view  of  patiently  examining  them 
all,  one  by  one ;  of  taking  from  each  an  exact  account  of  the  winds  and  currents  mentioned,  and  of  care- 
fully collecting  all  the  information  to  be  gathered  from  such  sources,  touching  the  industrial  pursuits  of  the 
sea,  and  of  so  presenting  that  information  as  to  embody  the  united  experience  of  every  navigator,  and 
show  it  all  at  one  view,  could  not  fail  to  commend  itself  most  favorably  to  every  intelligent  and  public- 
spirited  mariner.    The  manner  in  which  American  shipmasters  and  owners  finally  received  this  proposition 


102  THE   WIND   AND   CURRENT   CPIARTS. 

has  been  highly  gratifyiug ;  and,  on  account  of  the  co-operation  which  I  have  received  at  tlie  hands  of 
this  class  of  my  fellow-citizens,  the  undertaking,  though  but  just  begun,  has,  nevertheless,  been  crowned 
with  I'esults  which  I  dared  not  anticipate. 

These  results  have  been  beneficial  to  commerce  and  navigation  in  a  high  degree.  "Wherever  the 
Charts  have  been  extended,  there  has  been  a  great  gain  of  knowledge  as  to  winds,  &c. ;  consequently,  a 
shortening  of  voyages  and  a  saving  of  time,  by  rendering  passages  to  and  fro  less  uncertain. 

During  the  course  of  these  investigations,  facts  new,  in  many  instances,  have  been  elicited  to  confirm 
what  philosophers  already  knew,  and  had  proclaimed,  touching  the  winds  and  currents  of  the  sea.  In  other 
instances,  facts  and  circumstances  have  been  revealed,  which  may  be  regarded  as  new,  and  in  some  cases  as 
amounting  to  valuable  if  not  important  discoveries. 

As  all  the  results  derived  from  these  Charts,  whether  in  confirmation  of  what  was  already  suspected, 
or  in  evidence  of  increasing  knowledge  as  to  the  laws  of  nature,  have  been  obtained  by  a  new  and  inde- 
pendent system  of  research,  they,  or  the  most  striking  of  them,  deserve  to  he  enumerated,  in  order  that  the 
importance  of  the  undertaking  may  be  better  appreciated  by  those  up(jn  whom  I  have  called  for  help  and 
co-operation. 

These  are  some  of  them : — 

1.  The  discovery  of  a  new  and  better  route  hence  to  the  equator. 

2.  A  system  of  southwardly  monsoons  in  the  equatorial  regions  of  the  Atlantic  Ocean. 

3.  Ditto  in  the  Gulf  of  Mexico,  and  off  the  west  coast  of  America  in  the  Pacific. 

4.  The  vibratory  motion  of  the  trade-wind  zones,  with  their  belts  of  calms. 

6.  The  limits  of  these  have  been  determined,  and  the  jiarallels  between  which  tho.se  limits  are  to  be 
found  for  any  month,  pointed  out  to  the  mariner. 

6.  The  fact  has  also  been  made  clear,  and  brought  within  the  compass  of  demonstration,  that  the  S.  E. 
trade-winds  are  stronger  than  the  N.  E. ;  that  they  cover  a  broader  belt  on  the  ocean,  and  keep  in  motion 
a  greater  volume  of  atmosphere ;  that  at  a  mean  in  the  Atlantic,  the  breadth  of  the  band  of  trade-winds  is 
about  22°  of  latitude  for  the  N.  E. ;  and  29°  for  the  S.  E. 

7.  That  in  the  general  system  of  atmospherical  circulation,  the  prevailing  winds  of  the  southern  are 
stronger  than  the  prevailing  winds  of  the  northern  hemisphere. 

8.  That  the  mean  temperature  of  the  northern  is  higher  than  that  of  the  southern  hemisphere. 

9.  That  the  greatest  density  or  specific  gravity  of  the  surface  waters  of  the  Atlantic  Ocean,  is  near 
the  parallels  of  17°  north  and  of  15°  south.     So,  probably,  also  of  the  Pacific. 

10.  The  causes  of  the  rainy  and  dry  seasons,  and  the  means  of  telling  wherever  on  the  earth's  surface 
the  seasons  are  so  divided  by  nature. 

11.  The  parts  of  the  ocean  in  which  sperm  and  right  whales  most  resort  have  been  discovered  and 
pointed  out. 

12.  The  interesting  fact  in  the  natural  history  of  this  animal  has  been  brought  to  light,  viz :  that  the 
species  known  to  fishermen  as  the  right  wdiale  cannot  cross  the  torrid  zone. 


SOME    OF   TIIK    RESULTS.  103 

13.  That,  in  certain  parts  of  the  Indian  Ocean,  the  waters  are  warmer  than  in  any  other  sea. 

14.  That  there  is  a  cold  current  along  the  coast  of  China,  and  a  warm  one  between  Australia  and 
Cape  Ilorn. 

15.  And  that  there  are  many  highly  interesting  and  beautiful  anomalies  touching  the  Gulf  Stream,  the 
cold  and  warm  currents  of  the  sea,  and  the  distribution  of  heat  over  the  surface  of  the  land  and  water;  for 
an  account  of  which,  I  refer  to  the  Charts  themselves. 

I  have  intimation  of  other  results  :  that  if  this  system  of  interrogating  Nature,  touching  the  laws  by 
which  the  circulation  of  the  air  and  water  is  regulated,  be  jxatiently  pursued,  many  instructive  replies,  aud 
much  information  that  is  truly  valuable  will  be  elicited. 

And  in  order  to  cheer  the  large  corps  of  mariners  who  are  co-operating  in  this  work,  T  may  be 
excused  for  enumerating  some  of  the  most  strilving  of  the  probable  results,  wliich  these  investigations 
encourage  us  to  anticipate,  or  induce  us  to  incj^uire  for. 

1.  These  investigations  will  probably  show  that  the  mean  temperature  of  the  ocean  for  any  parallel  is 
higher  than  that  of  the  air  for  the  same  parallel  at  sea,  even-though  a  cold  current  be  present. 

2.  They  afford  room  to  suppose,  and  themselves  suggest  the  supposition,  that  the  air  which  the  S.  E. 
trade-winds  discharge  into  the  belt  of  crpiatorial  calms,  after  ascending  there,  flows  for  the  most  part  over 
into  the  northern  hemisphere ;  while  that  which  the  N.  E.  trades  discharge  into  the  same  belt,  passes  in  like 
manner  over  into  the  southern  hemisphere. 

3.  That  the  calms  of  Cancer  and  of  Capricorn  are  caused  by  the  meeting  of  two  upper  currents ;  tlie 
one  from  the  pole  being  dry,  the  other  from  the  equator  being  charged  with  vapor. 

•1.  That  there  is  a  region  of  calms  near  the  poles  in  Avhich  the  barometer  on  a  level  with  the  sea,  pro- 
bably stands  lower  than  •  it  does  generally  on  the  sea  level  of  the  earth ;  and  the  inquiry  is  suggested 
whether  the  magnetic  pole  be  not  within  this  region. 

5.  That  the  trade-wind  regions  are  the  evaporating  regions ;  and  that  we  ought  to  inquire  whether  the 
electricity  displayed  in  our  thunderstorms  does  not  come  from  the  trade-wind  regions  and  go  iq)  into  the 
clouds  with  the  vapor  from  the  sea. 

6.  That  the  Avaters  of  the  Mississipiai  Eiver  and  the  great  American  Lakes  are  rained  from  clouds,  the 
vapor  for  which  was  taken  up  from  the  South  Pacilic  Ocean,  while  the  waters  of  the  Amazon  and  Oronoco 
ai'e  evaporated  exclusively  from  the  Atlantic. 

7.  That  the  springs  in  the  ocean  which  supply  the  sources  of  all  the  great  rivers  of  the  northern 
hemisphere  are,  for  the  most  part,  to  be  found  where  the  S.  E.  trade-winds  blow,  in  the  Atlantic,  Pacific, 
and  Indian  Oceans. 

8.  That  magnetism  is  probably  an  agent  in  giving  direction  to  the  circulation  of  the  atmosphere ;  and 
the  qiiestion  is  raised,  if  it  be  not  concerned  in  the  currents  of  the  ocean  also. 

9.  That  the  "red  fogs"  of  the  Cape  Verde  Islands,  and  the  so-called  "African  dust"  of  the  North 
Atlantic,  is  dust  from  the  basin  of  the  Amazon  and  Oronoco,  taken  up  by  the  winds  in  the  dry  seasons,  aud 
transported  in  the  upper  current  from  the  equator  towards  the  pole,  that  is,  counter  to  the  N.  E.  trade-winds. 


104  THE  WIND  AND  CUKEENT  CHARTS. 

This  "  dust"  is  known  to  consist,  for  tbe  most  joart,  of  infusoria,  from  the  river  basins  of  South  America, 
and  the  microscopic  examinations  of  Prof.  Ehrenberg  go  far  to  prove  that  such  is  the  origin  of  the  "red 
fogs  and  sea  dust." 

10.  That  the  basin  which  holds  the  Gulf  of  Mexico,  is  about  a  mile  deep,  on  the  average  ;*  that  the 
Caribbean  Sea  in  the  deepest  parts  is  nearly  three  miles,  if  no  more ;  that  the  North  Atlantic  is  more  than 
six  miles ;  the  South  at  least  three ;  and  the  Gulf  Stream  in  the  Florida  Pass,  500  fathoms  deep. 

11.  Agencies  have  been  revealed  which  suggest  the  conjecture  that  at  the  head  of  the  Eed  Sea,  near 
the  Isthmus  of  Suez,  the  waters  are  lower,  salter,  and  heavier,  than  they  are  near  its  mouth.  That  at  its 
head  there  is  a  winter  and  a  summer  level,  and  that  there  is  a  strong  undercurrent  from  it  into  the  Indian 
Ocean.  '.      '  .     ■      •  ,  . 

12.  That  the  same  whale  is  found  in  Behring's  Straits  and  Baflin's  Bay ;  and  the  f\ict  is  pretty  nearly 
jiroved,  that  this  fish  cannot  get  from  the  one  place  to  the  other  excejit  through  the  Arctic  Ocean. 

I  do  not  wish  to  be  understood  as  claiming  this  catalogue  of  phenomena  as  actual  results  already  de- 
rived from  the  investigations  of  log-books ;  nor  do  I  intend,  by  this  enumeration  of  them,  to  commit  my- 
self with  regard  to  them,  farther  than  I  have  done  in  the  body  of  this  work.  Whether  they  be  regarded 
as  questions  for  further  research,  as  probabilities,  as  actual  discoveries,  or  as  confirmations  of  known  truths, 
I  have  enumerated  them  for  the  purpose  of  showing  those  who  are  laboring  in  connection  with  this  work, 
that  the  field  is  both  rich  and  wide ;  that  good  use  is  made  of  the  materials  which  are  furnished ;  that  the 
plan  of  treating  these  materials  is  a  good  one,  because,  resting  on  an  independent  and  separate  system  of 
observations,  the  manner  of  discussion  is  such  as  to  confirm  almost  all  that  was  known  before  with  regard 
to  the  winds  and  currents  of  the  sea ;  and  I  have  enumerated  these  phenomena  for  the  purpose  also  of  show- 
ing that,  though  much  that  is  valuable  and  important  has  been  done,  much  that  is  inviting  remains  yet  to 
be  done. 

Neither  do  I  mean  to  embarrass  this  beautiful  system  of  investigations  by  implying  that  all  these  in- 
dications are  to  be  established,  and  all  these  questions  to  be  answered  in  the  aflirmative.  But  inasmuch  as 
they  are  indications  and  questions  which  mark  the  progress  of  the  Charts,  and  which  the  Charts  themselves 
have  revealed  or  suggested,  I  expect  the  Charts  wHl  throw  more  light  upon  most  of  them,  and  enable  us 
to  give  some  conclusive  answer,  pro  or  con,  with  regard  to  them. 

In  a  system  of  research  such  as  this  is,  questions  will  arise — and  there  are  many  such  which  are  con- 
tinually pressing  themselves  upon  the  philosopher — to  which  a  satisfactory  answer,  whether  in  the  negative 
or  the  affirmative  is  equally  desirable,  and  will  be  equally  conducive  to  the  great  end  in  view,  viz  :  pro 
grcss  in  the  collection  of  physical  facts,  and  advancement  in  studying  the  laws  of  nature.  Such  is  the 
character  of  many  of  the  questions  which  these  Charts  move  us  to  propound. 

For  the  materials  from  which  these  results  have  been  obtained,  or  are  promised,  I  am  mainly  indebted 


*  See  the  deep  soundings  of  tlic  U.  S.  ship  Albany,  Commander  Piatt,  and  Sounding  Journal  of  Lt.  Wm.  Rogers  Taylor,  U.  S.  N., 
in  another  part  of  this  work. 


THE    FIKLU   OF    RESKATX'II.  105 

to  tlic  voluntary  co-operation  of  American  sLipmastcrs  and  owners;  Cor  the  results  tlieniselvcs,  I  am  in- 
debted, first,  to  the  countenance  which  the  Navy  Department  and  the  Chier  of  the  Bureau  of  Ordnance  and 
Hydrography  have  extended  to  the  work ;  and  next,  to  the  fidelity  and  zeal  with  wliicli  those  of  my  Lrutlicr 
officers  of  the  Navy,  who  from  time  to  time  have  been  engaged  with  me  upon  it,  have  carried  out  my 
views  with  regard  to  the  manner  of  conducting  it. 

Ever  since  log-books  have  been  kept  at  sea,  and  preserved  in  old  sea-chests  and  garrets  on  shore,  the 
materials  for  such  a  system  of  investigation  as  this  is  have  existed.  But  the  labor  of  collecting  from  sucli 
records  the  remarks  on  the  wind  and  W'eather,  and  of  collating  the  experience  of  each  one  in  relation  thereto, 
of  classifying  it,  and  arranging  it  side  by  side  with  the  experience  of  all  the  rest,  and  of  presenting  the 
combined  results  in  such  a  manner  as  to  be  obvious  at  a  glance,  and  available  to  all,  appeai-ed  a  Herculean 
task,  which  no  one  before  had  offered  to  undertake.  Therefore,  since  these  Charts  are  but  a  compilation  of 
what  has  fallen  under  the  observation  of  others,  and,  consequently,  of  what  was  already  known  to  some 
person  or  another,  it,  in  one  sense,  may  be  said  that  they  have  discovered  nothing.  Be  that  as  it  may,  it  is 
certain  that  they  have  brought  to  light  before  the  public,  and  made  available  to  navigators  generall}^,  facts, 
circumstances,  and  conditions  which  before  were  known  only  to  a  few,  and  were  not  available  to  navigators 
generally. 

In  1812,  the  first  official  move  was  made  with  regard  to  this  matter.  In  that  year,  I  called  it  to  the 
notice  of  the  late  Commodore  "Wm.  M.  Crane,  the  Chief  of  the  Bureau  of  Ordnance  and  IIydrogi-a}iliy, 
himself  an  oflicer  of  the  most  exalted  worth.  lie  at  once  appreciated  the  importance  of  the  undertaking, 
and  entered,  as  he  always  did  with  regard  to  everything  that  was  useful  in  his  profession,  honorable  to  his 
country,  or  beneficial  to  the  great  interests  of  navigation,  most  heartily  into  the  sjiirit  of  it. 

The  following  circular  letter  was  accordingly  issued  by  him : — 

Bureau  of  Ordnance  and  Hydrograpiiy, 

Washinjion  Cllij,  I'oth  Vecemher,  1842. 

Sir:  This  Bureau  is  making  arrangements  for  collecting,  with  the  view  of  rendering  accessible  to 
navigators,  all  that  valuable  information  relating  to  the  navigation  of  distant  seas,  which  is  collected  by 
our  enterprising  commanders  of  merchant  vessels  in  their  various  pursuits ;  and  much  of  it  hitherto,  for  the 
want  of  some  regular  channel  of  communication,  has  been  lost  to  the  public  at  large. 

To  enable  it  to  bring  this  undertaking  to  a  useful  issue,  this  Bureau  relies  much  on  the  public  spirit 
and  intelligence  of  American  owners  and  masters  of  shii)s.  It  takes  this  opportunity  of  inviting  their 
co-operation,  and  of  requesting  the  favor  of  you  to  communicate  any  information  of  a  general  character, 
that  you  may  now  or  at  any  time  possess,  relating  to  the  following  subjects : — 

1.  Discoveries  of  islands,  rocks,  shoals,  and  dangers,  or  obstructions  of  any  kind  to  navigation. 

2.  Shifting  bars  and  shoals,  errors  of  charts,  wrong  or  corrected  latitude  and  longitude. 

3.  Direction,  rise  and  fall  of  tides,  time  of  high  and  low  waters,  on  full  and  change  days,  at  ports  but 
little  known.     Any  tidal  phenomena,  such  as  extraordinary  rises,  one  ebb  and  flow  in  2-1  hours,  etc. 

11 


KH3  THE    WIND    AXl)    CURllEXT    CHARTS. 

4.  Discoveries  of  now  anclioragcs  or  liarbovs,  with  sailing  directions,  together  with  inFormation  as  to 
Avood,  water,  and  everything  of  interest  to  tlie  navigator. 

5.  Force  and  set  of  currents. 

6.  Variation  of  tlie  compass. 

7.  Latitude  and  longitude  of  icebergs  when  out  of  their  usual  track. 

8.  Tracks  of  remarkably  short  passages. 

9.  Limits  of  the  trade-winds  at  particular  .seasons  of  the  year. 
10.  Any  information  relating  to  commerce  and  navigation. 

Respectfully,  your  obedient  servant, 

W.  M  CEANE. 


From  some  cause  or  otlicr  this  call  for  information  passed  by  unheeded.  The  only  response  to  it  was 
made  nine  years  afterwards  by  Caiitain  Potter.  I  quote  it  as  a  part  of  the  history  connected  with  the 
Wind  and  Current  Charts.     It  is  as  follows: — 

William  M.  Crank,  Esq. 

Sir:  According  to  your  request  I  note  the  folh^wing  particulars.  On  my  passage  to  Japan  Sea,  in 
March  of  1848,  passed  over  the  position  of  Bishop's  Rock  of  Hone's  Chart;  20°  10'  North,  1SG°  50'  East. 
Does  not  exist.  Saw  Douglass  Reef,  which  is  dangerous;  Lat.  20°  20'  North;  Long.  186°  25'  East.  Saw 
Loo  Choo  Islands,  passed  to  westward  of  them;  which  is  a  good  route  for  Straits  of  Corea.  April  17, 
passed  Tsusima  Island  in  Straits  of  Corea,  leaving  it  on  the  starboard  hand,  which  is  the  best  passage  in  to 
the  Sea  of  Japan ;  tlie  Straits  of  Matsmai  being  dangerous  and  difficult  on  account  of  strong  currents; 
several  ships  having  lost  cables  and  anchors  in  this  passage.  Cruised  in  this  sea  until  the  4th  of  August, 
when  I  went  through  Perouse  Straits. 

Winds  in  Japan  Sea  variable,  but  mostly  from  S.  to  S.  W'.  Ships  bound  through  Perouse  Straits  must 
give  the  Island  of  Kefunkerz,  or  Tee  Shee,  a  good  berth,  as  there  is  a  reef  off  the  N.  W.  end  of  the  island 
not  on  tlie  chart — distance  5  to  10  miles — on  which  the  ship  David  Poddoik  was  totally  lost  in  July,  1848. 

September  10 — ran  through  Boussole  Strait.  F'ound  the  Island  of  Marekan  laid  down  30  miles  to 
westward  of  its  true  position ;  have  been  informed  that  most  of  the  Kurile  Islands  are  laid  down  wrong. 

This  information  is  generally  known  to  the  whaling  fleet,  but  perhaps  may  not  be  known  to  your 
Depai'tmeiit. 

Respectfully,  your  obedient  servant, 

OLIVER  POTTER, 
At  sea,  Ajvil  30,  1S5L  ,SJiip  Mechanic,  Kew2Mrt,  R.  L 


This  attempt  to  collect  materials  for  a  set  of  charts  having  tailed,  I  next  went  to  the  old  log-books  of 
the  Navy,  and  obtained  authority  to  construct,  fiom  the  materials  aftbrded  by  them,  a  set  of  "Wind  and 
Current  Charts." 


THK    FIEI.I)    OF    KKSKAllCH.  107 

Upon  examination,  it  was  found  tliat  many  of  these  old  logs  -were  wanting-,  and  tlic  niiinl)er  on  Land 
not  large.  But  though  slender  the  data  and  meagre  the  materials,  it  was  determined  that  a  hcginuing 
should  be  made.  It  was  made,  but  the  rei^uisite  data  and  means  were  wanting.  It  prtjved  an  updiill 
business,  and  so  we  balked.  >■ 

I  then  brought  the  subject  to  the  notice  of  the  men  of  science  of  the  country,  with  the  view  of  ])ro- 
curing  their  countenance  to  the  work ;  and,  in  papers  read  on  the  "  Currents  of  the  Sea"  before  the 
National  Institute,  and  the  Association  of  American  Geologists  and  Naturalists,  now  tlie  American  Assoeia- 
tiou,  I  explained  the  meagre  state  of  our  information  with  regard  to  the  currents  of  the  sea,  urged  the  value 
of  what  was  locked  up  in  the  old  sea-chests  of  mariners,  and  pressed  the  im}>ortance  to  science,  commerce, 
and  navigation,  of  the  information  Avliich  navigators  might  give  were  they  enlisted  in  a  connnon  plan  of 
observation  concerning  the  phenomena  of  the  ocean. 

These  institutions  expressed  an  interest  in  the  matter,  and  resolved  to  second  my  efforts  by  appointing 
a  committee  to  press  the  subject  upon  the  attention  of  the  Government.  The  Hon.  Jno.  Y.  Mascni,  then 
Secretary  of  the  Navy,  heartily  seconded  the  plan,  and  did,  as  his  successors  have  done,  much  towards  its 
advancement  and  progress. 

In  the  mean  time  I  obtained  the  assistance  of  Lieut.  Wm.  B.  Whiting,  United  States  Navy,  a  most 
accomplished  draftsman  and  hydrographer.     He  was  ordered  to  report  for  duty  at  this  office  in  1845. 

The  labor  was  commenced  anew ;  more  log-books  had  been  procured  from  our  men-of-war.  It  was 
now  seen  that  we  should  obtain  more  and  better  materials  than  we  had  before;  all  the  former  work  was 
therefore  rubbed  oiit,  and  Ave  began  anew. 

But  our  men-of-war  seldom  went  to  England  or  the  north  of  Europe,  therefore  nothing  was  to  be  done 
ill  that  quarter.     The  direction  in  wdiich  they  most  cruLsed  was  south  of  the  parallel  of  40°  north. 

The  beginning  of  1848  found  three  sheets— those  wdiich  correspond  to  Nos.  1,  2,  and  3  of  the  present 
Track  Charts,  series  A,  North  Atlantic — engraved  and  published. 

They  contained  only  the  tracks  of  men-of-war;  but  though  there  were  fcAv  of  these,  I  was  satisfied  that 
the  work,  so  far,  enabled  me  to  point  out  a  shorter  and  a  quicker,  and  a  better  route  to  Eio  than  the  one 
usually  pursued.  This  was  a  discovery,  as  far  as  the  great  body  of  navigators  was  concerned ;  and  as  such 
I  announced  it.  The  barque  TV".  H.  D.  C.  Wright,  Jackson,  of  Baltimore,  was  the  first  to  try  this  new 
route.  She  crossed  the  line  in  longitude  31°  west,  the  24th  day  out  (it  has  since  been  done  in  18  days, 
the  usual  time  before  Avas  41  days),  and  made  the  trip  to  Eio  and  back  in  75  days.  A  remarkably  quick 
voyage  it  Avas,  and  a  complete  demonstration  of  the  problem  that  I  had  so  long  endeavored  to  prove. 

Navigators  noAv  appeared  for  the  lirst  time  to  comprehend  clearly  a\  hat  it  Avas  I  Avanted  them  to  do  ; 
they  appreciated  the  importance  of  the  undertaking,  and  came  forward  readily  with  oilers  of  hcartv, 
zealous,  and  gratuitous  co-operation. 

In  a  short  time  a  large  fleet,  Avithout  the  promise  or  hope  of  rcAvard,  Avas  found  zealously  co-operating 
Avith  me,  each  one  eno-ao-ed  in  collectin"-,  accordins-  to  the  same  plan,  materials  for  the  AA'ork.  It  was  uoav 
the  rolling  snoAvball :  ship  after  ship  joined  the  fleet  of  observers;  so  that  more  than  a  thousaml  navigators 


108  THE  WIND  AND  CURRENT  CHARTS. 

are  now  busied  niglit  and  day  in  all  parts  of  tlic  world,  in  making  observations  and  gratuitously  collecting 
materials  of  great  value  to  science,  commerce,  and  navigation ;  never  before  has  there  been  snch  a  corps  of 
observers  scattered  over  the  world,  yet  laboring  together  and  acting  in  concert,  with  regard  to  any  system 
or  subject  of  philosojjhical  research. 

This  fact  speaks  volumes  in  favor  of  the  intelligence  and  public  spirit  of  American  navigators,  and  as 
a  sailor  I  mention  it  with  proud  satisfaction. 

Being  now  fairly  under  weigh,  with  new  and  more  abundant  materials,  and  having  the  assistance  of 
such  a  large,  able,  and  zealous  corps  of  observers  in  collecting  more,  it  was  again  found  necessary  to  rub 
out  and  begin  afresh  with  the  Charts. 

The  third  trial  was  more  successful.     It  has  })laced  us  where  we  are. 

As,  therefore,  these  Charts,  so  far,  are  the  results  of  the  joint  labors  of  American  navy  officers  and  ship 
masters,  and  as  each  one  who  has  contributed  to  them  may  be  supposed  to  feel  more  or  less  interest  in  the 
progress  of  the  work  as  well  as  in  the  results  obtained,  it  is  proper  that  for  the  satisfaction  of  those  con- 
cerned if  for  no  other  purpose,  I  should  give  an  account  somewhat  in  detail  of  the  manner  in  which  the 
worlv  has  been  conducted,  and  of  the  results,  step  by  step,  as  they  have  been  obtained  and  announced  to 
the  public. 

The  manner  in  which  the  investigations  for  each  set  of  Charts  have  been  conducted,  is  fully  explained 
in  another  part  of  this  paper;  and  this  will  be  readily  understood  by  a  reference  to  the  plates  and  diagrams 
which  accompany  this  volume. 

The  results,  so  far  as  they  have  appeared  satisfactory  and  conclusive  to  my  own  mind,  have,  for 
the  most  part,  already  been  made  public :  sometimes  as  official  reports ;  sometimes  in  the  shape  of  letters ; 
sometimes  in  public  lectures,  or  in  scientific  papers ;  and  sometimes  directly  to  mariners,  as  a  notice  in  the 
newspapers.  '  ■  ' 

I  shall  therefore  recapitulate,  as  I  go  along,  the  substance  of  these  announcements,  occasionally  present- 
ing the  results  first  announced,  not  as  they  have  since  been  modified,  but  as  they  appeared  at  the  time ;  so 
that  those  who  have  helped  to  raise  the  structure  to  its  present  proportions,  may  have  an  o})portunity  of 
contemplating  the  scaflblding  also.  They  will  thus  be  enabled  to  retrace  the  work,  and  to  follow  it  in  its 
progress,  step  by  step,  realizing  as  they  advance  how  it  is  that  our  views  enlarge,  and  the  horizon  expands, 
as  we  ascend  from  one  fact  to  another,  and  rise  higher  and  higher  as  fact  is  traced  to  efiect,  and  effect 
back  to  cause. 

The  first  log-books  that  were  used  in  the  construction  of  these  Charts,  not  being  kept  with  the  view  of 
ever  being  so  used,  gave  the  winds  generally,  and  especially  when  sailing  free,  as  from  the  quadrant  instead 
of  from  the  point  of  the  compass. 

Thus,  vessels  on  the  homeward  track  from  Eio,  after  meeting  the  N.  E.  trades,  generally  recorded  the 
winds  as  "Northward  and  Eastward."  This  induced  me  to  suppose  that  the  winds  were  from  the  N.  E. 
point  of  the  compass,  rather  than  from  any  other  of  the  N.  E.  quadnutt,  and  to  infer,  after  the  brushes  by 


INFLUENCE   OF   TUE    GULF   STREAM   OX   THE   TKADE    OF   CHARLESTON.  109 

wliicli  the  course  ami  direction  of  winds  arc  represented  on  the  "Track"  Charts  were  drawn,  that  those 
winds  were  for  the  most  part  fair  winds  for  going  to  the  equator  also. 

So  understanding  the  entries  in  the  log,  I  saw  that  it  was  practicable  for  a  vessel  under  canvas  to  sail 
on  a  great  circle  from  New  York  to  Cape  St.  Eoque  in  Brazil.  I  therefore  recommended  a  more  direct 
route  than  had  hitherto  been  pursued ;  and  it  is  this  route,  Avhich,  with  the  additioiial  information  and  the 
modifications  and  exceptions  which  subsequent  researches  have  enabled  us  to  make  with  regard  to  it,  has 
proved  so  short  and  successful. 

Seeing  this  defect  in  the  old  log-books,  a  form  was  prepared  expressly  for  those  navigators  who  were 
volunteering  to  co-operate  with  me.  In  this  form,  they  are  requested  ]:)articularly  always  to  note  the  point 
of  the  compass  from  which  the  wind  comes;  and  when  it  is  variable,  to  note  and  enter,  at  the  time,  the 
point  of  the  compass  from  which  it  may  have  most  prevailed,  during  each  of  the  ''three  parts"  into  which 
mariners  are  accustomed  to  divide  the  24  hours.  When  a  navigator  fails  to  do  this,  he  returns  to  me  a  useless 
log.  These  three  parts  are  usually  called  "first,"  "middle,"  aud  "latter  part;"  each  being  of  8  liours;  the  first 
extending  from  noou  to  S,  the  middle  from  8  P.  M.  to  4  A.  M.,  aud  the  latter  from  -i  A.  M.  to  miuii. 


INFLUENCE  OF  THE  GULF  STREAM  ON  THE  TRADE  OP  CHARLESTON.* 

Before  the  Gulf  Stream  was  known  to  practical  navigators,  the  course  of  trade  between  England  and 
America  was  such  as  to  make  Charleston  the  half-way  house  between  the  mother  country  and  the  New 
England  States,  including  Pennsylvania  aud  New  York  among  the  latter. 

At  that  time,  the  usual  route  of  vessels  bound  to  America,  was  to  run  down  on  the  other  side  of  the 
Atlantic  towards  the  Cape  de  Yerdes,  and  until  they  got  the  N.  E.  trades,  and  with  them  steer  for  America. 
This  was  the  route  taken  by  Columbus ;  this  route  brought  them  upon  the  coast  of  the  Southern  States, 
where  their  first  landfoll  was  generally  made.  Then  steering  to  the  northward,  they  drifted  along  with  the 
Gulf  Stream  until  they  made  the  Capes  of  the  Delaware,  or  other  headlands  to  the  north. 

If  now,  as  it  often  happened  in  the  winter  season,  they  were  driven  off  the  coast  by  snow-storms  and 
westerly  gales— instead  of  running  off  into  the  Gulf  Stream,  as  vessels  now  do,  to  thaw  themselves,  they 
stood  back  to  Charleston,  or  the  "West  Indies,  where  they  would  spend  the  winter,  aud  wait  until  the  spring 
before  making  another  attempt  to  enter  the  northern  ports. 

It  should  be  borne  in  mind  that  vessels  then  were  not  the  sea-boats  or  the  sailers  they  now  are.  I 
have  in  my  collection  the  log-book  of  a  West  India  trader  in  1740.  ller  average  rate  of  sailing  per  log, 
was  about  two  miles  the  hour.     This  log  was  copied  in  the  3d  edition  of  this  work.     It  is  instructive. 

At  that  time,  the  instruments  of  navigation  were  rude ;  chronometers  were  unknown,  and  lunars  were 
impracticable ;  and  it  was  no  uncommon  thing  for  vessels  in  those  days,  when  crossing  the  Atlantic,  to  be 


*  Sec  Proceedings  of  the  .\mcrican  Association,  at  Charleston,  in  1850 — for  a  papier  "On  the  Influence  arising  from  a  DiscoTcry  of 
the  Gulf  Stream  on  the  Commerce  of  Charleston." 


110  THE  WIND  AND  CUKKENT  CHARTS. 

out  of  their  reckoning  5°,  G°,  and  even  10°.  And  when  it  was  announced  that  a  vessel  might  know,  by 
consulting  the  water  thermometer,  when  she  crossed  the  eastern  edge  of  the  Gulf  Stream,  and  again  when 
she  crossed  the  western  edge,  navigators  likened  the  discovery  to  the  drawing  of  blue  and  red  streaks  in 
the  water,  by  which,  when  the  mariner  crossed  them,  he  might  know  his  longitude. 

The  merchants  of  Providence,  R.  I.,  Dr.  Franklin  being  in  London,  sent  a  petition  to  the  Lords  of 
the  Treasury,  asking  that  the  Falmouth  packets  might  run  to  Providence  instead  of  to  Boston.  They  main- 
tained that  though  Boston  and  Falmouth  were  between  Providence  and  London,  yet  that  practically  the 
two  former  were  farther  apart  than  the  two  latter;  for  it  was  shown  in  the  memorial,  that  the  average  pas- 
sage of  the  London  traders  to  Providence,  was  fourteen  daj's  less  than  the  average  by  the  packet  line  from 
Falmouth  to  Boston. 

Dr.  Franklin,  on  being  questioned  as  to  this  fact,  consulted  Captain  Folger,  an  old  New  England 
Captain  who  had  been  a  whaler,  and  who  informed  the  Doctor  that  the  London  traders  to  Providence  were 
commanded  for  the  most  part  by  New  England  fishermen,  who  knew  how  to  avoid  the  Gulf  Stream,  while 
the  Falmouth  packets  were  commanded  by  Englishmen,  who  knew  nothing  about  it. 

These  two  drew  a  chart,  which  was  published  at  the  Tower,  and  the  limits  of  the  Gulf  Stream,  as  laid 
down  there  by  that  Yankee  whaler,  have  been  preserved  upon  our  charts  till  within  a  few  years. 

It  is  yet  within  the  recollection  of  most  navigators,  how  the  traders  from  the  New  England  States  to 
the  West  Indies  used  to  find  their  way  out,  "by  running  down  the  latitude,"  as  it  was  called;  the  practice 
was  to  steer  south  until  the  latitude  of  their  port  was  reached,  and  then  to  steer  due  west  until  they  made 
the  land.     Their  track  was,  therefore,  on  the  two  legs,  instead  of  along  the  hypothenuse  of  a  triangle. 

The  cause  of  this  practice  was  in  the  practical  difSculty  of  finding  longitude  at  sea ;  for  the  general 
use  of  chronometers,  on  board  ships,  is  an  innovation  which  the  masters  of  that  kind  of  craft  had  not 
learned,  20  years  ago,  to  tolerate. 

Well  might  thermometrical  navigators,  therefore,  when  the  chart  appeared  from  the  Tower,  giving  the 
lono-itudc  of  the  inner  and  outer  edge  of  the  Gulf  Stream,  liken  those  two  lines  to  blue  and  red  streaks 
painted  on  the  ocean  to  show  mariners  their  longitude. 

At  the  time  that  Dr.  Franklin  made  it  known  how  navigators,  simply  by  dipping  a  thermometer  in 
the  water,  might  know  when  they  entered  and  when  they  cleared  the  Gulf  Stream,  Charleston  had  more 
commerce  than  New  York,  and  all  the  New  England  States  put  together. 

This  discovery*  changed  the  route  across  the  Atlantic,  shortened  the  passage  from  sixty  to  thirty  days 
coming  this  way,  and,  consequently,  changed  the  course  of  trade  also. 

Instead  of  calling  by  Charleston  as  they  came  from  England,  vessels,  after  this,  went  direct  to  the  port 
of  their  destination ;  instead  of  running  down  to  Charleston  to  avoid  a  New  England  snow-storm,  they 
stood  off  for  a  few  hours,  until  they  reached  the  tepid  waters  of  the  Gulf  Stream,  in  the  genial  warmth  of 


*  Though  it  wns  Dr.  Franklin  and  Captain  Folger  who  first  tnrncl  the  Gulf  Stream  tu  nautical  account,  Ihc  discovery  that  there 
was  a  Gulf  Stream,  cannot  be  said  to  belong  to  either  of  them,  for  its  existence  was  known  to  Anghiera,  and  to  Sir  Humphrey  Gilbert, 
iu  the  sixteenth  century. 


IXKLUEXCE   OF   THE   GULF   STREAM    ON    THE   TRADE    OF   CIlAltl.ESTOX.  Ill 

wliicli  tlic  crew  rocovered  tlieir  frosted  energies,  and,  as  soon  as  the  gale  abated,  tliey  were  ready  for  another 
attemjit  to  make  their  haven. 

In  this  way  stations  were  shifted;  the  northern  ports  became  the  lialf-way  house,  and  Charleston  an 
outside  station. 

This  revolution  in  the  course  of  trade  commenced  about  1795.  It  worked  .slowl}'  at  first,  but  in 
1816-17,  it  received  a  fresh  impulse  from  Jeremiah  Thompson,  Isaac  Wright,  and  others,  who  conceived 
the  idea  of  establishing  a  line  of  packets  between  New  York  and  Liverpool.  This  was  at  a  period  when 
the  scales  of  commercial  ascendency  were  vibrating  between  New  York,  Boston,  Philadelphia,  and  other 
places.  The  packet  ships  of  the  staid  Xew  York  (Juaker  turned  the  balance.  Though  only  of  300  or  400 
tons  burden,  and  sailing  but  once  a  month,  they  had  their  I'cgular  day  of  departure,  and  the  merchants  of 
Charleston,  Philadelphia,  etc.,  found  it  convenient  to  avail  themselves  of  this  regular  and  stated  channel,  for 
commuuicating  with  their  agents  in  England,  ordering  goods,  etc.  Those  packets  went  on  increasing  in 
numbers  and  size  until  now,  at  the  present  day,  we  have  them  measuring  2,000  tons,  sailing  every  day,  and 
running  between  Xew  York  and  every  fifth-rate  seaport  town  in  the  United  States,  and  to  many  foreign 
ports. 

Thus  an  impulse  was  given  to  the  prosperity  of  Xew  York ;  one  enterprise  begat  another,  until  that 
city  became  the  gi'eat  commercial  emporium  and  centre  of  exchange  of  the  New  AVorld.  All  these  results 
are  traceable  to  the  use  of  the  water  thermometer  at  sea. 

Other  causes,  doubtless,  have  operated  to  take  away  from  Cliarleston  her  relative  commercial  im^Dort- 
ance — but  the  primary  cause  was  that  discovery  which  removed  Charleston  from  the  way-side  of  commerce 
with  Europe,  and  which  placed  her  on  the  outskirts  of  the  great  commercial  thorouglifares,  and  away  fi'oni 
the  commanding  position  which  she  had  before  occupied. 

In  consequence  of  the  improvements  since  made  in  navigation,  .ship-building,  etc.,  a  ship  can  now  go 
from  Xew  York  to  England,  and  back,  in  less  time  than,  when  Charleston  was  the  half-way  house,  she  could 
get  to  Charleston  from  London. 

I  therefore  submit,  whether  this  fact  be  not  safficient  to  turn  the  scales  of  commerce;  and  I  claim  the 
result  as  one  that  is  due  to  the  influence  of  the  Gulf  Stream  upon  the  course  of  trade,  and  the  use  of  the 
water  thermometer  l:)y  mariners  is  the  key  to  it  all. 

I  have  now  in  the  process  of  construction  at  the  Xational  Observatory,  a  series  of  charts  relating  to 
the  thermal  state  of  the  ocean,  that,  when  completed,  will  give  us  more  information  with  regard  to  the 
temperature  of  that  sea,  than  wo,  now  possess  with  regard  to  the  temperature  of  any  district  on  shore  for 
one-tenth  part  of  the  extent. 

I  have  quoted  in  the  third  edition  of  this  work,  l)ut  think  it  unnecessary  to  rejicat  it  here,  "  llic  first  Log- 
hooh  of  the  C'elia,  on  the  Yoijuge  from  Jaiimlea  to  Bristol,  in  Great  Britain,  1748."  From  it  the  mariner,  the 
merchant,  and  the  statesman,  the  political  economist  and  tlie  philosopher,  may  all  draw  instruction. 

If  this  log-book  be  a  fair  sample  of  the  log-books  of  that  day,  and  there  is  no  reason  to  suppose  it 
otherwise,  the  wonder  is,  not  that  the  philoso})her,  in  arranging  the  dilYerent  avocations  of  mankind,  should 


112  THE  WIND  AND  CURRENT  CHARTS. 

have  been  doubtful  whether  to  class  the  mariner  at  sea  witli  the  living  or  the  dead ;  but  that  men  should 
have  been  found  rash  enough  to  become  mariners  at  all,  or  mercliants  bold  enough  to  make  ventures  abroad. 

This  voyage  was  performed  witliout  any  other  means  of  finding  the  way  across  the  Atlantic,  than  such 
as  are  afforded  by  the  log  and  line. 

It  was  performed  under  circumstances  which  forcibly  remind  one  of  the  buccaneers,  the  sea  robbers, 
the  obstructions  to  commerce,  and  dangers  to  navigation,  with  which  the  ocean  swarmed  in  those  days. 
Ships  had  then  to  sail  in  company,  and  beg  convoy  for  protection.  Tlie  speed  of  the  fastest  in  the  fleet 
was  regulated  by  the  dullest  sailer  of  them  all ;  and  under  such  a  state  of  things,  naval  architecture  must 
needs  be  in  a  rude  state.  The  enterprising  merchant  had  no  inducement  to  incur  the  expense  of  building  a 
fast-sailing  ship,  because  her  speed  would  be  practically  regulated  by  the  snail's  pace  of  the  dullest  ship, 
and  the  most  indolent  master  in  the  convoy.  The  Celia,  we  may  infer  from  the  air  of  exultation  with 
which,  when  going  -i  knots,  the  entry  is  made  in  the  log,  "  ahead  of  all  the  fleet,"  was  at  least  a  fair  sailer 
for  her  day ;  and  the  most  that  tliey  got  out  of  the  Celia,  that  voyage,  was  five  knots. 

Tlie  better  to  appreciate  the  advantages  which  we  of  the  present  day  enjoy,  in  consequence  of  so  many 
of  the  obstructions  and  trammels  which  fettered  commerce  having  been  stricken  off  from  its  various  de- 
partments, and  in  consequence  of  tlie  advances  which  have  been  made  since  that  day  towards  free  trade,  we 
have  but  to  suppose  a  decree  ordaining  that  our  ships,  sailors,  imj)lcments,  means,  circumstances,  and  con- 
ditions of  navigation  and  commerce,  should  suddenly  be  reversed,  and  become  such  as  they  were  in  1740. 
The  ruin  that  would  follow,  would  not  only  swamp  merchants,  but  it  would  sit  heavily  upon  governments 
and  nations. 


CURRENTS  OF  THE  SEA. 


In  studying  the  system  of  oceanic  circulation,  I  have  found  it  necessary  to  set  out  with  the  very  ob- 
vious and  simple  principle,  viz :  that,  from  whatever  part  of  the  ocean  a  current  is  found  to  run,  to  the 
same  part  a  current  of  equal  volume  is  obliged  to  return. 

Upon  this  principle  is  based  the  whole  system  of  currents  and  counter-currents  of  the  air  as  well  as  of 
the  water.* 

It  is  not  necessary  to  associate  with  oceanic  currents  the  idea  that  they  must  of  necessity,  as  on  land, 
run  from  a  higher  to  a  lower  level. 

So  far  from  this  being  the  case,  some  currents  of  the  sea  actually  run  up-hill,  while  others  run  on  a  level. 

The  Gulf  Stream  is  of  the  first  class.  In  a  paper  read  before  the  National  Institute  in  18-44,  I  showed 
why  the  bottom  of  the  Gulf  Stream  ought,  theoretically,  to  be  an  inclined  plane,  running  xipwards.  If  the 
Gulf  Stream  be  200  fathoms  deep  in  the  Florida  Pass,f  and  but  100  fathoms  off  Ilatteras,  it  is  evident  that 


*    Vide  paper  "On  the  Currents  of  the  Atlantic  Ocean,"  ProcecJings  of  the  American  Association,  Cliarleston,  March,  1850. 
f  Soundings  made  hy  order  of  Commodore  Warrington,  on  board  the  U.  S.   ship  Albany,  Commander  Charles  T.  Tlatt,   U.  S.  N.,  a 
few  weeks  since,  show  it  to  be  at  least  000  fathoms  deep  in  the  Florida  Pass. 


CURRKNTS   OF   THE   SEA.  118 

the  bottom  -wonkl  be  uplifted  100  futlioras  witbiu  that  distance;  and,  therefore,  while  the  bottom  of  the  Gulf 
Stream  runs  ui3-hill,  the  top  preserves  the  water-level,  or  nearly  so ;  for  its  banks  are  of  sea-water,  and 
being  in  the  ocean,  are  themselves  on  a  water-level. 

The  currents  which  run  from  the  Atlantic  into  the  Mediterranean,  and  from  the  Indian  Ocean  into  the 
Eed  Sea,  are  the  reverse  of  this.  Here  the  bottom  of  the  current  is  probably  a  water-level,  and  the  top  an 
inclined  plane,  running  doicn-hiU. 

Take  tlie  Red  Sea  cui-rent  as  an  illustration.  Tliat  sea  lies  for  the  most  part  within  a  rainless  and 
riverless  district.     It  may  be  compared  to  a  long  and  narrow  trough. 

Being  in  a  rainless  district,  the  evaporation  from  it  is  immense ;  none  of  the  water  thus  taken  up  is 
returned  to  it  either  by  rivers  or  by  the  rains. 

It  is  about  1,000  miles  long;  it  lies  nearly  north  and  south,  and  extends  from  latitude  12°  or  13°  to 
the  parallel  of  30°  North. 

I  am  not  able  to  state  the  daily  rate  of  evaporation  there  ;*  but  it  may  be  safely  assumed — and  for  the 
illustration  I  will  assume  it — at  the  rate  of  two-tenths  (0. 2  in.)  of  an  inch  a  day. 

Now,  if  we  suppose  the  current  which  runs  into  that  sea  to  average  from  mouth  to  licad  20  miles  a  day 
— and  this  is  conjecture  merely,  but  for  the  purpose  of  illustration  also — it  Avould  take  the  water  fifty  days 
to  reach  the  head  of  it.  If  it  lose  two-tenths  of  an  inch  from  its  surface,  by  evaporation,  it  would  appear 
that,  by  the  time  it  reached  the  Isthmus  of  Sue25,  it  would  have  lost  ten  inches  from  its  surface. 

Thus,  the  waters  of  the  Red  Sea  ought  to  be  lower  at  the  Isthmus  of  Suez  than  tliey  are  at  the  Straits 
of  Babelmandeb.  They  ought  to  be  lower  from  two  causes,  viz :  evaporation  and  temperature — for  the 
temperature  of  that  sea  is  necessarily  lower  at  Suez,  in  latitude  30°,  than  it  is  at  Babelmandeb,  in  lati- 
tude 13°. 

To  make  this  quite  clear  ;  suppose  the  channel  of  the  Red  Sea  to  have  no  water  in  it,  and  a  wave  ten 
feet  high  to  enter  the  Straits  of  Babelmandeb,  and  to  flow  up  its  channel  at  the  rate  of  twenty  miles  a  day. 


*  I  Icani  from  Johnstou's  beautiful  Pliysical  Atlas,  that  "  from  May  to  Octol>er,  in  the  upper  part  of  this  sea,  the  water  is  two  feet 
lower  than  iu  the  other  months ;"  and  this  he  accounts  for,  by  the  wind  which  is  said  to  prevail  from  the  northward  there,  during  this 
season  of  the  year. 

This  is  the  hot  season  ;  it  is  the  season  when  evaporation  is  going  on  most  rapidly;  and  when  we  consider  how  dry,  and  how  hot 
the  winds  are  which  blow  upon  this  sea  at  this  season  of  the  year,  we  may  suppose  the  daily  evaporation  to  be  immense  ;  no  less,  cer- 
tainly, than  half  an  inch,  and  probably  twice  that  amount.  We  know  that  the  waste  from  canals  by  evaporation,  in  the  summer  time,  is 
an  element  which  the  engineei;,- when  taking  the  capacity  of  his  feeders  into  calculation,  has  to  consider.  With  him,  it  is  an  im- 
portant element ;  how  much  more  so  must  the  waste  by  evaporation  from  this  sea  be,  when  we  consider  the  physical  conditions  under 
which  it  is  placed;  its  feeder,  the  Arabian  Sea,  is  a  thousand  miles  from  its  head-its  shores  are  burning  sands-the  evaporation  is 
ceaseless;  and  none  of  the  vapors,  which  the  scorching  winds  that  blow  over  it  carry  away,  are  returned  to  it  again  in  the  shape  of  rains. 

The  Red  Sea  vapors  are  carried  off  and  precipitated  elsewhere.  The  depression  in  the  level  of  its  head  waters  in  the  summer  time, 
therefore,  it  appears  to  me,  is  owing  quite  as  much  to  the  effect  of  evaporation  as  to  the  effect  of  the  wind  in  blowing  the  waters  back 
from  it  into  the  ocean.  Analysis  wiU  probably  show  the  surface  water  at  the  head,  and  the  deep  sea-water  at  the  mouth  to  be  Salter, 
and  therefore  heavier,  than  are  the  surface  waiters  at  the  mouth  of  the  Red  Sea. 

Philosophers  will  acknowledge,  in  grateful  terms,  the  services  of  any  traveller  by  the  overland  route  to  India,  who  will  collect  speci- 
mens of  these  waters,  and  afford  chemists  an  opportunity  of  testing  them. 

15 


114  THE   WIND   AND   CUltRENT   CHARTS. 

for  fifty  days,  losing  daily,  by  evaporation,  two-tentLs  of  an  inch ;  it  is  easy  to  perceive  that,  at  the  end  of 
the  fiftieth  day,  this  wave  "vvould  not  be  so  high,  by  ten  inches,  as  it  was  the  first  day  it  commenced  to  flow. 

The  top  of  that  sea,  therefore,  may  be  regarded  as  an  inclined  plane,  made  so  by  evaporation. 

But  the  salt  water,  which  has  lost  so  much  of  its  freshness  by  evaporation,  becomes  salter,  and,  there- 
fore, heavier.  The  lighter  water  at  the  straits  cannot  balance  the  heavier  water  at  the  isthmus,  and  the 
colder  and  salter,  and  therefore  the  heavier  water  must  either  run  oiit  as  an  iinder-current,  or  it  must 
deposit  its  surplus  salt  in  the  shape  of  crj'stals,  and  thus  gradually  make  the  bottom  of  the  Red  Sea  a  salt 
bed ;  or  it  must  abstract  all  the  salt  from  the  ocean — and  we  know  that  neither  the  one  process  nor  the 
other  is  going  on.  Hence,  we  infer  that  there  is  from  the  Red  Sea  an  under  or  outer  current,  as  from  the 
Mediterranean  through  the  Straits  of  Gibraltar.  Analysis  would  probably  show  the  surface  waters  at  the 
head,  to  be  salter  than  those  near  the  mouth  of  the  Red  Sea,  and  it  is  hoped  that  some  of  my  fellow- 
laborers  in  the  Red  Sea  trade,  will  collect  specimens  of  its  waters,  and  afford  us  an  opportunity  of  testing  them. 

And,  to  show  why  there  should  be  an  outer  and  under  current  from  each  of  these  two  seas,  let  us  sup- 
pose the  case  of  a  long  trough,  opening  into  a  vat  of  oil,  with  a  partition  to  keep  the  oil  from  running  into 
the  trough.  Now,  suppose  the  trough  to  be  filled  up  with  wine,  on  one  side  of  the  partition,  to  the  level 
of  the  oil  on  the  other. 

The  oil  is  introduced  to  I'epresent  the  lighter  water,  as  it  enters  either  of  these  seas  from  the  ocean ;  and 
the  wine,  the  same  water  after  it  has  lost  some  of  its  freshness  by  evaporation,  and,  therefore,  has  become 
Salter  and  heavier. 

Now,  suppose  the  partition  to  be  raised,  what  would  take  i)lace?  Why,  the  oil  would  run  in  as  an 
upper  current,  overflowing  the  wine,  and  the  wine  would  run  out  as  an  under  current. 

The  rivers  which  discharge  in  the  Mediterranean  are  not  sufficient  to  supply  the  waste  of  evaporation 
— and  it  is  by  a  process  similar  to  this,  that  the  salt  which  is  carried  in  from  the  ocean  is  returned  to  it 
again ;  were  it  not  so,  the  bed  of  that  sea  would  be  a  mass  of  solid  salt. 

The  equilibrium  of  the  seas  is  preserved,  beyond  a  doubt,  by  a  system  of  compensation  as  exquisitely 
adjusted  as  are  those  by  which  the  "music  of  the  spheres"  is  maintained. 

I  have  also,  on  a  former  occasion,  pointed  out  the  fact  that,  inasmuch  as  the  Gulf  Stream  is  a  bed  of 
warm  water,  lying  between  banks  of  cold  water — that  as  warm  water  is  lighter  than  cold — therefore,  the 
surface  of  the  Gulf  Stream  ought,  theoretically,  to  be  in  the  shape  of  a  double  inclined  plane,  like  the  roof 
of  a  house,  down  which  we  may  expect  to  find  a  shallow  surface  or  roof-current,  running  from  the  middle 
towards  either  edge  of  the  stream. 

The  fact  that  this  roof-current  does  exist,  has  been  fully  established :  A  person  who  has  been  engaged 
on  the  Coast  Survey  with  observations  on  the  Gulf  Stream,  informed  me  that,  when  he  tried  the  current  in 
a  boat,  he  found  it  sometimes  east  and  sometimes  west,  but  scarcely  ever  in  the  true  direction ;  whereas  the 
vessel,  which  drew  more  water,  showed  it  to  be  constantly  in  a  northeasterly  direction. 

My  object  at  present  is,  not  to  account  for  the  currents  of  the  Atlantic,  but  merely  to  mention  the  fact, 
to  call  attention  to  it ;  that,  though  there  be  well-known  currents  which  bring  immense  volumes  of  water 


CURRENTS   OF   THE   SKA.  115 

into  the  Atlantic,  we  know  of  none  wliich  cany  it  out  again,  and  whicli,  according  to  the  principle  uith 
which  I  set  out,  ought  to  be  found  running  back  from  that  ocean. 

The  La  Plata  and  the  Amazon,  the  Mississippi  and  St.  Lawrence,  with  ma,uy  other  rivers,  and  several 
large  oceanic  currents,  run  into  this  very  small  ocean,  and  it  is  not  probable  that  all  these  waters  are  taken 
up  from  it  again  by  evaporation;  "yet  the  sea  is  not  fidl."  Where  does  the  surplus  go?  The  ice-bearing 
current,  from  Davis's  Straits,  which  is  counter  to  the  Gulf  Stream,  moves  an  immense  volume  of  water  down 
towards  the  equator. 

The  ice-bearing  current  whicli  runs  from  the  Antarctic  regions,  and  passes  near  Cape  Horn  into  the 
Atlantic,  and  the  LaguUas  current,  whicli  sweeps  into  it  around  the  Cape  of  Good  Hope,  both  move  im- 
mense volumes  of  water  also,  and  bear  it  along  also  towards  the  equatorial  regions  of  the  Atlantic. 

This  water  must  get  out  again,  or  the  Atlantic  would  be  constantly  rising. 

A  part  of  the  Gulf  Stream  runs  around  North  Cape  into  the  Arctic  Ocean.  The  thermal  charts  of  the 
Atlantic  Ocean  now  in  process  of  construction,  prove  this,  as  do  also  the  admirable  charts  of  Prof.  Dove, 
of  Berlin. 

This  current  around  North  Cape  probabl}'  performs  the  circuit  of  the  Arctic  Ocean,  and  returns  to  the 
Atlantic  with  increased  volume. 

There  are  the  rivers  of  Northern  Europe,  and  all  the  great  rivers  of  Asia  and  America,  that  empty 
into  the  Frozen  Ocean;  also  the  current  from  the  Pacific  Ocean,  through  Behrlng's  Straits.  All  these 
sources  of  supiply  serve,  in  my  opinion,  to  swell  the  current  down  from  Baffin's  Bay  through  Davis's  Straits 
into  the  Atlantic.     How  does  all  this  water  escape  from  this  ocean  again,  is  the  question  ? 

That  there  is  an  open  water  communication,  sometimes  at  least,  from  Behring's  Straits  to  Baffin's  Bay, 
has  been  all  but  proved  by  the  results  of  investigations  undertaken  about  two  years  ago,  at  the  National 
Observatory,  with  regard  to  the  habits,  migrations,  etc.,  of  the  whale. 

These  researches  were  commenced  at  this  office  by  Lieutenant  Herndon,  and  they  were  conducted  in 
such  a  manner  as  to  show,  by  a  glance  at  the  chart,  in  what  parts  of  the  ocean,  and  in  what  months  of  the 
year,  whales  had  and  had  not  been  seen. 

These  investigations  soon  led  to  the  discoveiy,  that  to  the  right  whale,  the  equator  is  as  a  wall  of  fire 
— that  that  animal  is  never  found  near  it,  seldom  or  never  within  a  thousand  miles  of  it,  on  either  side. 

This  fact  induced  me  to  inquire  of  the  whalemen,  wliether  the  right  whale  of  the  northern  and  the 
right  whale  of  tlie  southern  hemispheres  was  the  same  animal. 

The  answer  was  "  No."  The  right  whale  of  the  latter  region,  as  described  by  these  men,  is  a  small 
pale  animal,  the  largest  scarcely  yielding  more  than  fifty  barrels  of  oil.  Whereas,  that  of  tlie  northern 
region  is  a  large  dark  animal,  yielding  frequently  to  the  single  fish  upwards  of  two  hundi-ed  barrels. 

About  this  time  the  whale-ship  Superior  returned  from  a  voyage  through  Behring's  Straits,  where  she 
also  found  the  right  whale  of  the  North  Pacific. 

This  fact  induced  the  further  inquiry,  as  to  whether  the  right  whale  of  Behring's  Straits,  and  the  right 
whale  of  Davis's  Straits  were  the  same  animal.     For  since  the  fact  had  been  established  that  the  right 


116  THE  WIND  AND  CURRENT  CHARTS. 

whale  of  the  North  Pacific  could  not  cross  the  equator,  and,  therefore,  could  not  get  into  the  North  Atlantic 
by  either  of  the  Capes,  a  reply  in  the  affirmative  to  this  inquiry  would  be  another  link  in  the  chain  of  cir- 
cumstantial evidence,  going  to  prove  the  existence  of  a  so-called  northwest  passage. 

The  answer  from  the  whalemen  in  this  instance,  was  in  effect :  "  We  have  not  had  an  opportunity  of 
comparing  the  two  animals,  except  after  long  intervals;  but,  so  far  as  we  can  judge,  they  are  the  same  fish." 
So  far  as  other  facts  go,  it  would  appear  probable  that  there  is,  at  times,  at  least  an  open  water  communica- 
tion between  the  two  straits ;  for  the  instincts  of  the  whale,  one  might  suppose,  would  prevent  him  from 
sounding  under  icebergs,  neither  could  he  pass  under  barriers  of  great  depth  or  breadth.  Seeing  that  water 
runs  through  Behring's  Straits  from  the  Pacific,  as  well  as  around  the  Capes,  into  the  Atlantic,  where,  there- 
fore, is  the  escape-current  from  the  Atlantic? 

The  trade-winds,  I  am  prepared  to  show,  are  the  great  evaporating  winds.  They  are  the  winds,  Avhich, 
returning  from  the  polar  regions,  deprived  of  all  the  moisture  which  the  hyperborean  dew-point  can  com- 
press from  them,  first  come  in  contact  with  the  surface  of  the  earth  (and  consequently  with  an  evaporating 
surface),  where  they  are  first  felt  as  trades,  and  where,  therefore,  they  are  dry  winds. 

Now,  could  the  vapor  taken  up  by  these  winds  so  increase  the  saltness  of  this  sea  in  the  trade-wind 
region,  as  to  make  the  water  there,  though  warmer,  yet  specifically  heavier  than  that  below,  and  also  than 
that  within  the  regions  of  the  variable  winds,  and  of  "  constant  precipitation  ?"  If  so,  might  we  not  have 
the  anomaly  of  a  warm  under  current  in  the  South  Atlantic  Ocean  ?  for  that  almost  seems  to  be  the  only 
place  of  escape  for  a  counter  current  from  the  Atlantic* 


*  Note.  Mail  Steamer  Georgia, 

Off  Havana,  March  31,  1852. 

Dear  Sir:  On  the  26tli  of  March  we  crossed  the  (Gulf)  Stream,  and  when  in  lat,  34° 55'  N.  and  long.  74°  08'  W.,  at  11  A.  M.  with 
a  moderate  S.  W.  breeze  blowing,  temperature  of  air  in  the  shade  69°.5,  I  put  the  thermometer  in  a  bucket  of  surface  water ;  after  2 
minutes'  immersion,  it  stood  at  74°.5.  I  then  proceeded  to  the  main  decli,  to  wash  a  deck  pump,  which  receives  its  water  OJ  feet  below 
the  surface.  Here  I  pumped  8  buckets  of  water,  and  in  the  9th  placed  the  thermometer,  which,  after  2  minutes'  immersion,  stood  steady 
at  79°.  I  went  then  to  the  hold,  and  opened  a  cock  16J  feet  below  the  surface,  and  allowed  it  to  run  a  full  clear  stream  into  the  hold 
for  15  minutes.  This  I  did  that  the  cock  aud  pipe  might  take  the  temperature  of  the  water,  and  thus  prevent  the  heat  of  the  ship  from 
affecting  the  water  whose  temperature  I  desired  to  take.  After  it  had  run  15  minutes,  I  drew  a  wooden  bucket  full,  in  which  I  placed  the 
thermometer  as  before.  After  two  minutes'  entire  immersion,  it  stood  at  8G°.5,  thus  showing  clearly  and  conclusively  a  difference  between 
the  surface  water  and  that  at  the  depth  of  16J  feet,  of  12°. 

These  results  I  can  assure  you  are  exact,  as  the  observations  were  several  times  repeated  without  difference,  and  I  am  confident 
that  the  water  whose  temperature  I  tested  was  in  no  degree  affected  by  the  heat  of  the  vessel,  I  so  carefully  guarded  against  it. 

This  is  the  only  time  that  I  have  been  in  the  strength  of  the  Gulf  Stream  ;  but  yesterday,  the  30th,  in  l.at.  24°  10',  long.  80°  11' 
(which  you  will  perceive  by  the  chart,  and  which  the  observation  itself  proves,  does  not  place  us  entirely  within  the  influence  of  the 
Stream,  but  very  near  its  edge),  I  took  another  set  of  temperatures. 

The  thermometer  stood  in  the  shade  at  79°,  surface  water  was  78°,  and  water  from  the  depth  of  ICJ  feet  stood,  after  a  fair  and 

deliberate  trial,  at  79°.5.     The  water  from  the  GJ  feet  pump  I  did  not  try,  as  there  was  so  much  sea  on,  that  there  could  be  no  certainty 

whether  it  came  from  the  surface  or  12  feet  below.     I  have  had  no  further  opportunities  for  observations  of  this  character  than  these, 

but  I  hope  that  these,  scanty  as  they  are,  may  be  gratifying  to  you. 

Very  truly  yours, 

(Signed)  A.  C.  JACKSON,  U.  S.  N. 

Acting  master  Cat.  Com. 
M.   F.   XIaurv,  Superintindenl  of  the  Observatonj. 


GENERAL   CIRCULATION    OF   THE    ATMOSPHERE.  117 

Lieut.  Walsb,  of  the  schooner  Taney,  and  Lieut.  S.  P.  Lee,  of  the  brig  Dolphin,  who  were  sent 
out  by  the  Government,  to  make  certain  observations  in  connection  witli  these  researches  concernino-  the 
winds  and  currents  of  the  ocean,  were  at  my  request  instructed,  among  other  things,  to  examine  for  such 
a  current.  But  neither  of  these  ofiicers  had  an  opportunity  of  making  the  examination.  It  is  hoped  that 
a  suitable  op2)ortunity  will  soon  occur,  and  that  advantage  will  be  taken  of  it. 


ON  THE  GENERAL  CIRCULATION  OF  THE  ATMOSPHERE.* 

Several  j'ears  ago,  I  commenced  to  gather  froni  old  sea  journals,  such  information  as  they  might  be 
found  to  contain,  relative  to  the  winds  and  currents  of  the  sea,  and  to  embody  the  information  so  obtained 
on  a  series  of  charts,  in  such  a  manner  as  to  show,  by  pictures,  the  prevailing  direction  of  the  "winds  and 
currents  for  every  month,  and  in  every  part  of  the  ocean.  Indeed,  the  plan  of  the  undertaking  was  to 
address  the  eye,  to  collect  the  experience  of  every  navigator,  and  to  present  the  combined  results  of  the 
whole  in  such  a  manner  that  each  one  might,  with  a  glance,  have  the  benefit  of  the  experience  of  all  who 
had  preceded  him  in  any  of  the  frequented  parts  of  the  ocean. 

This  enterprise  has  been  seconded  both  by  the  Government  and  individuals.  American  shipmasters 
generally  have  come  into  it  with  great  zeal.  They  make  the  observations  required  on  every  voyage,  and 
send  them  to  me  at  "Washington.  There  are  some  thousand  or  more  ships  voluntarily  co-operating  with 
me ;  and,  as  it  might  be  supposed,  from  such  a  number  of  active  and  intelligent  observers,  we  are  collecting 
materials  of  great  value. 

During  the  course  of  these  investigations,  many  interesting  facts  have  been  developed,  amoimting,  in 
some  cases,  to  actual  discoveries  of  great  interest — such  as  a  new  route,  which  shortens  the  sailing  distance 
to  the  equator  some  fifteen  or  twenty  per  cent.,  and,  of  course,  proportionately  to  all  ports  beyond;  the 
existence  in  the  North  Atlantic  of  a  regular  monsoon — and  in  the  North  Pacific,  near  the  west  course,  of 
a  perpetual  southwest  trade-wind  near  the  equator — a  unique  jihenomenon  ;  also  the  existence,  near  the 
same  place,  of  a  system  of  monsoons. 

My  present  purpose,  however,  is  not  to  speak  of  these  discoveries,  but  rather  to  treat  of  the  insight 
which  these  investigations,  undertaken  on  such  a  large  scale,  afford  as  to  the  general  system  of  atmo- 
sjiherical  circulation  over  the  earth. 

They  teach  us  to  regard  the  atmosphere  as  a  vast  machine,  that  is  apparently  tasked  to  its  utmost;  but 
as  one  that  is  always  in  order  and  never  breaks  down. 

It  is  a  sewer  into  which,  with  every  breath,  we  cast  vast  quantities  of  dead  animal  matter.  It  is  a 
laboratory,  into  which,  when  the  light  and  heat  enter,  they  act  upon  this  dead  matter,  decompose  it,  and 
resolve  it  into  gaseous  substances,  to  be,  by  the  action  again  of  certain  imponderable  agents,  condensed  into 
plants  and  trees. 


*  See  paper  read  before  the  American  .\ssociation  for  the  advauccment  of  science,  Cliarleston,  S.  C,  March,  1850. 


118  THE  WIND  AND  CURRENT  CHARTS. 

If  it  were  not  for  this  condensation,  the  air  would  become  tainted ;  it  would  send  its  impurities  back 
into  the  lungs  ;  and,  continually  receiving  back  more  dead  matter  in  return,  it  would  finally  become  unfit 
for  the  respiration  of  certain  animals,  and  man  would  perish  from  the  face  of  the  earth. 

We  hunger :  we  take  as  food  that  which  has  been  gathered  from  the  vegetable  kingdom,  into  the 
stomach ;  there,  we  elaborate  it  into  flesh  and  blood.  After  it  has  coursed  through  the  system,  and  per- 
formed its  office,  it  is  again  cast  forth  into  the  atmosphere,  to  be  reconverted  into  more  vegetables,  to  serve 
as  food  for  other  animals.  Doubtless  the  animal  and  vegetable  kingdoms  are  in  exact  counterpoise  ;  th« 
one  destroying,  the  other  rearranging  and  rendering  fit  for  use  again,  this  same  dead  matter.  In  Infinite 
"Wisdom,  the  two  kingdoms  are  so  balanced  that  there  is  not  an  insect  too  much  on  one  side,  nor  a  green 
leaf  too  little  on  the  other.  The  atmosphere  aftbrds  that  compensation  by  which  the  proper  proportions  of 
each  are  maintained. 

These  are  only  some  of  the  operations  that  arc  carried  on  daily  and  hourly  through  the  machinery  of 
the  atmosphere  which  wc  are  breathing.  IIow  important  and  profitable,  therefore,  does  the  study  of  its 
laws  become ! 

It  is  an  engine  which  pumps  our  rivers  np  from  the  sea,  and  carries  them  through  the  clouds  to  their 
sources  in  the  mountains.  Air  and  water  are  the  great  agents  of  the  sun  in  distributing  his  heat  over  the 
surface  of  the  globe,  cooling  this  climate  and  tempering  that ;  and  in  this  light,  I  propose  to  consider  the 
winds  and  to  allude  to  the  currents  of  the  sea. 

Though  the  wiuds  blow  here  from  the  four  quarters,  and  sometimes  with  such  violence  as  to  fill  the 
mind  with  emotions  of  terror,  yet  such  winds,  in  comparison  with  the  general  system  of  atmospheric  cir- 
culation, are  but  eddies  to  the  main  current.  They  have  no  more  effect  in  deranging  or  disturbing  that 
system  of  circulation,  than  the  shower  which  they  bring  with  them  has  in  disturbing  the  course  of  the 
Gulf  Stream,  and  other  great  currents  of  the  sea. 

From  the  parallel  of  about  30°  north  and  south,  nearly  to  the  equator,  we  have  two  zones  of  perpetual 
winds,  viz :  the  zone  of  northeast  trades  on  this  .side,  and  of  southeast  on  that.  They  blow  per^jetually, 
and  are  as  steady  and  as  constant  as  the  currents  of  the  Mississippi  Eiver — always  moving  in  the  same 
direction. 

As  these  two  currents  of  air  are  constantly  flowing  from  the  poles  towards  the  equator,  we  are  safe  in 
assuming  that  the  air  which  they  keep  in  motion  must  return  by  some  channel  to  the  place  near  the  poles, 
whence  it  came  in  order  to  supply  the  trades.  If  this  were  not  so,  these  Avinds  would  soon  exhaust  the 
polar  regions  of  atmosphere,  and  pile  it  up  about  the  equatoi',  and  then  cease  to  blow  for  the  want  of  air  to 
make  more  wind  of. 

This  return  current,  therefore,  must  be  in  the  upper  regions  of  tlie  atmosphere,  at  least  until  it  passes 
over  those  parallels  between  which  the  trade-winds  are  .always  blowing  on  the  surface.  The  return  current 
must  also  move  in  the  direction  opposite  to  the  direction  of  that  wind  which  it  is  intended  to  supply.  These 
direct  and  counter  currents  are  also  made  to  move  in  a  sort  of  spiral  or  loxodromic  curve,  turning  to  the 


GENERAL   CIRCULATION   OF   THE   AT.MO.SI'IJKIiE.  119 

west  as  they  go  from  tlie  poles  to  the  equator,  and  in  the  opposite  dircctiini  as  tlicy  move  from  the  equator 
I  towards  the  poles. 

This  turning  is  caused  b}'  the  rotation  of  the  Earth  on  its  axis. 

The  earth,  we  know,  moves  from  west  to  east.  Now,  if  we  imagine  a  particle  of  atmosphere  at  the 
north  pole,  where  it  is  at  rest,  to  be  put  in  motion  in  a  straight  line  towards  the  equator,  we  can  easily  see 
how  this  particle  of  air,  coming  from  the  pole,  where  it  did  not  partake  of  the  diurnal  motion  of  the  earth, 
would,  in  consequence  of  its  vis  inertia,  find,  as  it  travels  south,  the  earth  slipping  under  it,  as  it  were,  and 
thus  it  would  appear  to  be  coming  from  the  northeast,  and  going  towards  the  southwest ;  in  other  words, 
it  would  be  a  N.  E.  wind. 

On  the  other  hand,  we  can  perceive  how  a  like  particle  of  atmosphere  that  starts  from  the  equator,  to 
take  the  place  of  the  other  at  the  pole,  would,  as  it  travels  north,  in  consequence  of  its  vis  inertia,  be  going 
towards  the  east  faster  than  the  earth.  It  would,  therefore,  appear  to  be  blowing  from  the  southwest,  and 
going  towards  the  northeast,  and  exactly  in  the  opposite  direction  to  the  other.  Writing  south  for  north, 
the  same  takes  place  between  the  south  pole  and  the  equator. 

Now  this  is  the  process  which  is  actually  going  on  in  Nature ;  and  if  we  take  the  motions  of  these  two 
particles  as  the  type  of  the  motion  of  all,  we  shall  have  an  illustration  of  the  great  currents  in  the  air,  the 
equator  being  near  one  of  the  nodes,  and  there  being  two  systems  of  currents — an  upper  and  an  under — 
between  it  and  each  pole. 

Let  us  return  now  to  our  northern  particle,  and  follow  it  in  a  round  from  the  north  pole  to  the  equator 
and  back  again  ;  supposing  it,  for  the  present,  to  tui-n  back  towards  the  pole  after  reaching  the  equator. 

Setting  off  from  the  polar  regions,  this  particle  of  air,  for  some  reason  which  does  not  appear  to  have 
been  satisfactorily  explained  by  philosophers,  travels  in  the  upper  regions  of  the  atmosphere,  imtil  it  gets 
near  the  parallel  of  30°.  Here  it  meets,  also  in  the  clouds,  the  hypothetical  particle  that  is  going  from  the 
equator  to  take  its  place  toward  the  pole. 

About  this  parallel  of  30°,  then,  these  two  particles  meet,  press  against  each  other  with  the  whole 
amount  of  their  motive  power,  produce  a  calm  and  an  accumulation  of  atmosphere  sufficient  to  balance 
the  pressure  from  the  two  winds  north  and  south. 

From  under  this  bank  of  calms,  two  sui-facc  currents  of  wind  are  ejected ;  one  towards  the  equator,  as 
tlie  northeast  trades — the  other  towards  the  pole,  as  the  southwest  passage  winds — supposing  that  we  are 
now  considering  what  takes  place  in  the  northern  hemisphere  only. 

These  winds  come  out  at  the  lower  surfoce  of  the  calm  region,  and  consequently  the  place  of  the  air 
borne  away  in  this  manner  must  be  supplied,  we  may  infer,  by  downward  currents  from  the  superincum- 
bent air  of  the  calm  resrion. 

Like  the  case  of  a  vessel  of  water  which  has  two  streams  from  opposite  directions  running  in  at  the 
top,  and  two  of  equal  capacity  discharging  in  opposite  directions  at  the  bottom — the  motion  of  the  water 
in  the  vessel  would  be  downward ;  so  is  the  motion  of  the  air  in  this  calm  zone. 

The  barometer,  in  this  calm  region,  is  said,  by  Humboldt  and  others,  to  stand  higher  than  it  does 


120  THE  WIND  AND  CURKENT  CHARTS. 

either  to  the  north  or  to  the  south  of  it ;  and  this  is  another  proof  as  to  the  banking  np  here  of  tlie  atmo- 
sjDhere,  and  pressure  from  its  downward  motion. 

Following  our  imaginary  particle  of  air  from  the  north  across  this  calm  belt,  we  now  feel  it  moving  on 
the  surface  of  the  earth  as  the  northeast  trade-wind ;  and  as  such  it  continues  till  it  arrives  near  the  equator, 
where  it  meets  a  like  hypothetical  particle,  which  has  blown  as  the  southeast  trade-wind. 

Here,  at  this  equatorial  place  of  meeting,  there  is  another  conflict  of  winds,  and  another  calm  region, 
for  a  northeast  and  southeast  wind  cannot  blow  at  the  same  time  in  the  same  place.  The  two  particles  have 
been  put  in  motion  by  the  same  power ;  they  meet  with  equal  force ;  and,  therefore,  at  their  place  of  meet- 
ing, are  stopped  in  their  course.     Here,  therefore,  there  is  also  a  calm  belt. 

Warmed  by  the  heat  of  the  sun,  and  pressed  on  each  side  by  the  whole  force  of  the  northeast  and 
southeast  trades,  these  two  hypothetical  particles,  taken  as  the  type  of  the  whole,  ascend.  This  ojjeration 
is  the  reverse  of  that  which  took  place  at  the  other  meeting  near  the  parallel  of  30°. 

This  imaginary  particle  now  returns  to  the  upper  regions  of  the  atmosphere  again,  and  travels  there 
until  it  meets,  near  the  calm  belt  of  Cancer,  its  fellow  particle  from  the  north,  where  it  ascends  as  before, 
and  continues  to  flow  towards  the  pole  as  a  surface  wind  from  southwest. 

Entering  the  polar  regions  obliquely,  it  is  pressed  upon  by  similar  currents  coming  from  every  meri- 
dian ;  here,  our  imaginar}^  particle  approaches  the  higher  parallels  more  and  more  obliquely,  until  it,  with 
all  the  rest,  is  whirled  about  the  pole  in  a  continued  circular  gale ;  finally  reaching  the  vortex,  it  is  carried 
upwards  to  the  regions  of  atmosphere  above,  whence  it  commences  again  its  circuit  to  the  south  as  an 
upper  current. 

Now  the  course  we  have  imagined  an  atom  of  air  to  take  is  this  (Plate  II.) :  an  ascent  at  P,  at  the 
north  pole ;  an  efflux  thence  as  an  upper  current,  until  it  meets  G  (also  an  upper  current),  over  the  calms 
of  Cancer.  Here  there  is  supposed  to  be  a  descent,  as  shown  by  the  arrows  along  the  wavy  lines  which 
envelop  the  circle.  This  upper  current  from  the  pole  now  becomes  the  N.  E.  trade-wind  B,  on  the  surface ; 
it  rises  up  at  the  equator,  and  returns  thence — we  will  suppose  for  the  present  only — back,  towards  the 
north  pole,  as  G,  until  it  reaches  the  calms  of  Cancer,  where  it  descends,  and  is  felt  on  the  surface  as  H, 
the  S.  W.  passage  wind ;  and  so  the  circuit  is  completed  for  the  northern  hemisphere. 

The  Bible  frequently  makes  allusions  to  the  laws  of  nature,  their  operation  and  effects.  But  such 
allusions  are  often  so  wrapped  in  the  folds  of  the  peculiar  and  graceful  drapery  with  which  its  language  is 
occasionally  clothed,  that  the  meaning,  though  peeping  out  from  its  thin  covering  all  the  while,  yet  lies, 
in  some  sense,  concealed,  until  the  lights  and  revelations  of  science  are  thrown  upon  it;  then  it  bursts 
out  and  strikes  us  with  the  more  force  and  beauty. 

As  our  knowledge  of  Nature  and  her  laws  has  increased,  so  has  our  understanding  of  many  passages 
in  the  Bible  been  improved. 

The  Bible  called  the  Earth  "  the  round  world ;"  yet  for  ages  it  was  a  most  damnable  heresy  for 
Christian  men  to  say,  the  world  is  round ;  and,  finally,  sailors  circumnavigated  the  globe,  jiroved  the 
Bible  to  be  right,  and  saved  Christian  men  of  science  from  the  stake. 


GKXEKAL  ClHCULATiON    OF    'HIE    ATiiOririlEKK.  121 

"Canst  tliiju  tell  tlic  sweet  influences  of  tlic  Pleiades?" 

Astronomers  of  tlie  present  day,  if  tliey  have  not  answered  this  (question,  have  thrown  so  niiu-h  light 
upon  it  as  to  show  that,  if  ever  it  be  answered  Ijy  man,  he  must  cousidt  the  science  of  astronomy. 

It  has  been  recently  all  but  proved,  that  the  Earth  and  Sun,  with  their  splendid  retinue  of  cornets, 
satellites,  and  planets,  are  all  in  motion  around  some  point  or  centre  of  attraction  inconceivably  remote, 
and  that  that  point  is  in  the  direction  of  the  star  Alcyon,  one  of  the  Pleiades!  Who  but  the  astronomei-, 
then,  could  tell  their  "sweet  influences?" 

And  as  for  the  general  system  of  atmospherical  circulation,  which  I  have  Ix'cn  so  long  endeavoring 
to  describe,  the  Bible  tells  it  all  in  a  single  sentence:  "The  wind  goeth  towarils  the  south,  and  turneth 
about  unto  the  north ;  it  whirletli  about  continually,  and  the  wind  rcturueth  again  according  to  his 
circuits."    Eec.  i.  G.  ' 

A  like  operation  takes  place  in  the  southern  hemisphere.  We  now  see  the  general  course  of  the 
"wind  in  his  circuits,"  as  we  see  the  general  course  of  the  water  in  a  river.  There  bo  many  abrading 
surfaces,  irregularities,  etc.,  which  produce  a  thousand  eddies  to  the  main  stream  ;  yet,  nevertheless,  the 
general  direction  of  the  whole  is  not  disturbed  nor  affected  by  those  counter  currents;  so  with  the 
atmosphere  and  the  variable  winds  which  we  find  here  in  this  latitude. 

We  see,  also,  tliat  there  must  be  about  the  habital)le  parts  of  the  earth  at  h;a!<t  three  zones  or  nodes,  in 
which  calms  and  light  airs  are  the  prevalent  condition  of  the  air.  One  of  these  zones  is  near  the  equator, 
where  the  northeast  and  southeast  trade-winds  meet,  and  form  what  is  called  the  belt  of  eipiatorial  calms. 

The  other  zones  lie  between  those  parallels  where  the  "  wind  that  goeth  towards  the  south"  meets 
that  which  "  turneth  about  unto  the  north."    They  are  the  calms  of  Cancer  and  of  Capricorn.  {See  Plate  II.) 

About  each  pole  we  have,  or,  according  to  the  views  I  have  been  endeavoring  to  make  plain,  we 
ought  to  have,  a  perpetual  whirl  of  the  wind  in  the  ascending  nodes  there.  I  have  endeavored  to  repre- 
sent them  by  the  direction  of  the  curved  arrows  at  the  poles,  P  and  P.  (Plate  Il.J  Here  then  are  two 
more  nodes — five  in  all. 

The  wind  approaches  the  north  pole  by  a  series  of  spirals  from  the  southwest.  If  we  di-aw  a  circle 
about  the  north  pole,  on  a  common  terrestrial  globe,  and  intersect  it  by  spirals  to  represent  the  direction 
of  the  wind,  we  shall  see  that  the  wind  enters  all  parts  of  this  circle  from  the  southwest ;  and  consequently 
that  a  whirl  ought  to  be  created  thereby,  in  which  the  ascending  column  of  air  revolves  from  right  to  left, 
or  (Kjainsl  the  hands  of  a  watch. 

At  the  south  pole  the  winds  come  from  the  northwest,  and  consequently  there  they  revolve  about  it 
\cltli  the  hands  of  a  watch. 

That  this  should  be  so,  will  be  obvious  to  any  one  who  will  look  at  the  arrows  on  the  polar  sides  of 
the  calms  of  Cancer  and  Capricorn,  Plate  II.  These  arrows  are  intended  to  represent  the  prevailing 
direction  of  the  wind  at  the  surface  of  the  earth,  on  the  polar  side  of  these  calms. 

It  is  a  singular  coincidence  between  tliesc  two  facts  thus  deduced  and  other  facts  which  have  been 
16 


122  TUE  WIXD  AND  CURRENT  CHARTS. 

observed,  and  wliicli  have  been  set  forth  by  Eedfield,  Reid,  Piddington,  and  others,  viz:  that  all  rotary 
storms  ill  the  northern  hemisphere  revolve  as  do  the  whirlwinds  about  the  north  pole,  viz:  from  right  to 
left,  and  that  all  circular  gales  in  the  southern  hemisphere  revolve  in  the  opposite  direction,  as  does  the 
whirl  about  the  south  pole. 

How  can  there  be  any  connection  between  the  rotary  motion  of  the  wind  abont  the  pole  and  the 
rotary  motion  of  it  in  a  gale  caused  here  by  local  agents? 

So  far,  we  see  how  the  atmosphere  moves;  but  the  atmosphere,  like  every  other  department  in  the 
economy  of  nature,  has  its  oflices  to  perform  ;  and  they  are  many.  I  have  already  alluded  to  some  of  them. 
But  I  only  propose  at  this  time  to  consider  some  of  the  meteorological  agencies  which,  in  the  grand  design 
of  creation,  have  probably  been  assigned  to  this  wonderful  machine. 

To  distribute  moisture  over  the  surface  of  the  earth,  and  to  temper  the  climate  of  different  latitudes, 
it  would  seem,  are  two  great  offices  assigned  by  their  Creator  to  the  ocean  and  the  air. 

When  the  northeast  and  southeast  trades  meet  and  produce  the  equatorial  cahns  of  the  Atlantic,  the 
air  by  this  time  is  heavily  laden  with  moisture — for,  in  each  hemisphere,  it  has  travelled  oblic[uely  over  a 
large  space  of  the  ocean.  The  two  winds  meet  here  with  opposing  forces  so  nicely  balanced  that  they 
neutralize  each  other,  and  a  calm  is  the  conseqtience ;  and,  as  one  is  pressing  from  the  north  and  the  other  . 
from  the  south,  upon  the  belt  of  the  atmosphere  over  this  calm  region,  and  each  with  the  whole  amount  of 
force  that  sets  it  in  motion,  we  ought  to  have  in  this  calm  region  an  upward  motion  of  the  atmosphere, 
the  motive  power  of  which  is  the  sum  of  these  two  forces.  Now,  if  we  had  barometrical  determinations 
accurately  made  in  the  region  of  these  calms,  we  should  probably  obtain  an  expression,  in  horse  power,  if 
you  please,  of  the  whole  amount  of  force  exerted  by  the  Sun  in  keeping  up  this  system  of  atmosi^herieal 
circulation — for  it  is  the  heat  of  the  Sun,  it  is  thought,  which  causes  the  winds  to  blow  and  the  waters  to 
flow ;  at  least,  it  is  supposed  to  be  the  chief  source  of  their  motive  power. 

The  air  of  the  equatorial  calms  being  charged  with  moisture,  and  thus  pressed  upon  by  the  trade- 
winds  north  and  south,  has  no  room  for  escape  but  in  the  upwai'd  direction.     It  expands  as  it  ascends  and, 
becomes  cooler ;  a  portion  of  its  vapor  is  thus  condensed,  and  comes  down  in  the  shape  of  rain.     There- 
fore it  is  that,  under  these  calms,  we  have  a  region  of  constant  precipitation. 

Old  sailors  tell  us  of  such  dead  calms  of  long  continuance  here,  of  such  heavy  and  constant  rains,  that 
they  have  scooi)ed  up  fresh  water  from  the  surface  of  the  sea. 

The  conditions  to  which  this  air  is  c-xj^osed  here  under  the  equator,  are  probably  not  such  as  to  cause 
it  to  precipitate  all  the  moisture  that  it  has  taken  up  in  its  long  sweep  across  the  waters. 

Let  us  see  what  becomes  of  the  rest — for  Nature,  iir  her  economy,  permits  nothing  to  be  taken  away 
from  the  earth  which  is  not  to  be  restored  to  it  again  in  some  form,  and  at  some  time  or  other. 

Consider  the  great  rivei's — the  Amazon  and  the  Mississippi,  for  examjile — we  see  them  day  after  day, 
and  year  after  year,  discharging  an  immense  volume  of  water  into  the  ocean. 

"All  the  rivers  run  into  the  sea,  yet  the  sea  is  not  full."     Ece.  i.  7. 

Where  do  the  waters  so  discliarged  go,  and  where  do  they  come  from? 


GENERAL   CIRCULATION    OF   THK    ATMOSl'lIKUE.  12.") 

They  come  from  their  sources,  you  will  say.  But  wlieuce  are  their  sources  su]i])lietr? — for,  unless 
what  the  fountain  sends  forth  be  returned  to  it  again,  it  will  fail  and  be  dry. 

"We  see  simply,  in  the  waters  that  arc  discharged  by  these  rivers,  the  aiimnnt  by  wliieh  the  precipita- 
tion exceeds  the  evaporation  throughout  the  whole  e.Ktent  of  valley  drained  by  them — and  by  precipitation 
I  mean  the  total  amount  of  water  that  falls  from,  or  is  de^iosited  by  the  atmosphere,  whether  as  dew,  rain, 
hail,  or  suoav.  .  .         .  •  . 

The  springs  of  these  rivers  are  supplied  from  the  rains  of  heavcD,  an<l  these  rains  are  formed  of  vapors 
which  are  taken  up  from  the  sea,  that  "it  be  not  full,''  and  carried  up  t(_>  the  mountains  through  the  air. 

"Note  the  place  whence  the  rivers  come,  thither  they  return  again." 

Behold  now  the  waters  of  the  Amazon,  of  the  Mississip))!,  the  St.  Lawrence,  and  all  the  great  rivers  of 
America,  Eurojie,  and  Asia,  lifted  up  by  the  atmosphere,  and  flowing  in  invisible  .streams  back  through  the 
air,  to  their  sources  among  the  hills;  and  that  through  ehanucls  so  regular,  certain,  and  well  dcilncd,  that 
the  quantity  thus  conveyed  one  year  with  the  other  is  nearly  the  same:  for. that  is  the  quantity  which  we 
see  running  down  to  the  ocean  through  these  rivers;  and  the  quantity  discharged  annually  by  each  river 
is,  as  far  as  we  can  judge,  nearly  constant. 

We  now  begin  to  see  what  a  powerful  machine  is  the  atmosjihere ;  and  though  it  is  apparently  so 
capricious  and  wayward  in  its  movements,  here  is  evidence  of  order  and  arrangement  which  we  must 
admit,  and  proof  which  we  cannot  den}-,  that  it  performs  this  mighty  office  with  regularity  and  certainty, 
and  is  therefore  as  obedient  to  law  as  is  the  steam-engine  to  the  will  of  its  builder. 

It  too  is  an  engine.  The  South  Seas  themselves,  in  all  their  vast  extent,  are  the  b<.>iler  fur  it,  and  the 
northern  hemisphere  is  its  condenser. 

The  proportion  between  the  land  and  the  water  in  the  northern  hemisphere,  is  very  different  from  the 
proportion  between  them  in  the  southern.  In  the  northern  hemisphere,  the  land  and  water  are  nearly 
equally  divided.  In  the  southern,  there  is  several  times  more  water  than  land.  All  the  great  rivers  in 
the  world  are  in  the  northern  hemisphere,  where  there  is  less  ocean  to  supply  them.  Whence  then  are 
their  sources  replenished  ?  Those  of  the  Amazon  are  supplied  with  rains  from  the  erpiatorial  ealins  and 
trade-winds  of  the  Atlantic.  That  river  runs  east,  its  branches  come  from  the  north  and  south ;  it  is  always 
the  rainy  season  on  one  side  or  the  other  of  it ;  eonsequcntl}',  it  is  a  river  without  periodic  stages  of  a  very 
marked  character.  It  is  always  near  its  high-water  mark.  For  one  half  of  the  year  its  northern  tribu- 
taries are  flooded,  and  its  southern  for  the  other  half.  It  discharges  under  the  line,  and  as  its  tributaries 
come  from  both  hemispheres,  it  cannot  be  said  to  belong  exclusively  to  either.  It  is  supplied  with  water 
from  the  Atlantic  Ocean. 

Taking  the  Amazon,  therefore,  out  of  the  count,  the  Eio  dc  la  Plata  is  the  only  great  river  of  the 
southern  hemisphere. 

There  is  no  large  river  in  New  Holland.  The  South  Sea  Islands  give  rise  to  none,  nor  is  there  one 
worth  naming  in  South  Africa  that  we  know  of. 

The  great   rivers  of  North  America  and   North   Africa,  and  all  the  rivers  of  Europe  and   Asia,  lie 


124  THE  WIND  AND  CURRENT  CHARTS. 

wholly  within  the  northern  hemisphere.  IIow  is  it,  then,  considering  that  the  evaporating  surface  lies 
mainly  in  the  southera  hemisphere — how  is  it,  I  say,  that  we  should  have  the  evaporation  to  take  place  in 
one  hemisphere  and  the  condensation  in  the  other  ?  The  total  amount  of  rain  which  falls  in  the  northern 
hemisphere  is  much  greater,  meteorologists  tell  its,  than  that  which  falls  in  tlie  southern.  The  annual 
amount  of  rain  in  the  north  temperate  zone  is  half  as  much  again  as  that  of  the  south  temperate. 

How  is  it,  then,  that  this  vapor  gets  from  the  southern  into  the  northern  hemisjihere,  and  comes  with 
such  regularity,  that  our  rivers  never  go  dry,  and  our  springs  fail  not?  It  is  because  of  the  beautiful 
operations  and  the  exquisite  conrpcnsalion  of  this  grand  machine — the  atmosphere.  It  is  exquisitely  and 
wonderfully  counterpoise<l.  Late  in  the  fall,  throughout  the  winter,  and  in  early  spring,  the  Sun  is 
jiouring  his  rays  with  the  greatest  intensity  down  upon  the  seas  of  the  southern  hennsphere ;  and  this 
j)o\verful  engine  which  we  are  contemplating  is  pumping  up  the  water  there  for  our  rivers  with  the 
greatest  activity.  At  this  time,  the  mean  temperature  of  the  entire  southern  hemisphere  is  said  to  be  about 
10°  higher  than  the  northern. 

The  heat  which  this  heavy  evaporation  absorbs,  becomes  latent,  and  with  the  moisture  is  carried 
through  the  upper  regions  of  the  atmosjdiere,  until  it  i-eaches  our  climates.  Ilere  the  vapor  is  formed  into 
clouds,  condensed  and  ]n-ecipitated.  The  heat  which  held  this  water  in  the  state  of  vapor  is  set  free,  it 
becomes  sensible  heat,  and  it  is  that  which  contributes  so  much  to  temper  our  winter  climate.  It  clouds  up 
in  winter,  turns  warm,  and  we  say  we  are  going  to  have  falling  weather.  That  is  because  the  process  of 
condensation  has  already  commenced,  though  no  rain  or  snow  may  have  fallen ;  thus  we  feel  this  southern 
heat,  that  has  been  bottled  away  in  the  clouds  of  southern  summer,  and  set  free  in  the  process  of  condensa- 
tion in  our  northern  winter. 

While  evaporation  is  going  on  witli  most  activity  in  the  southern  hemisphere,  precipitation  is  taking 
place  to  the  greatest  extent  hei-e;  the  fall  spell,  the  winter  rains,  and  the  "long  season  in  May,"  are  familiar 
terms  of  wet  weather  to  us  all.  These  are  the  seasons  at  which  we  look  for  high  water,  and  expect  our 
"inland  seas"  to  be  in  good  navigable  order. 

The  vapor  comes  through  the  upper  regions  of  the  atmosphere,  and  is  probably  condensed  here  not 
many  days  after  it  is  taken  up  there.  Suppose  it  to  travel  witli  the  velocity  of  the  trade-winds,  at  the 
computed  rate  of  twenty  miles  the  hour;  it  will  only  take  it  alxiut  twenty  days  to  reach  us  from  the 
middle  of  the  southern  hemisphere. 

AYe  cannot  ascend  into  the  upjier  regions  of  the  atmosphere  to  see  what  is  going  on  there ;  but  we 
have  such  a  train  of  well-established  facts  derived  from  observations  here  below,  that  reason  mounting  on 
them  boldly  soars  aloft,  and  bids  us  confidently  to  assert  knowledge  of  what  is  going  on  there. 

When  we  see  and  feel,  as  in  the  trade-wind  region  we  do  see  and  feel  day  after  day,  the  year  around, 
the  wind  blowing  as  steadily  from  the  poles  towards  the  equator,  as  the  Mississippi  runs  down  to  the  Gulf, 
we  are  forced  to  the  conclusion  that  as  much  air,  precisely  as  much,  as  we  see  coming  from  towards  the 
poles,  and  going  towards  the  equator,  has  to  go  from  the  equator  back  towards  the  poles.  If  this  were  not 
so,  there  woidd  lie  an  exhaustion,  and  this  wonderful  engine  tliat  we  are  considering  would  Ijreak  down, 


GENEBAL    CIRCULATION    OK    THE    ATMOSl'IIKRE.  125 

for  tlicrc  would  finally  be  a  vacuum  about  the  poles  witli  a  trcinemlous  atmosplierical  accuiniilation  about 
tlie  equator. 

Eecurring  to  the  illustration  given  just  now,  and  considering  both  hcmisjdieres,  wc  shall  sec  that  the 
atmosphere,  like  the  string  of  a  musical  instrument,  has  its  nodes  or  jioints  of  rest.  These  nodes  .servo 
as  escape-valves  to  the  winds.  In  the  equatorial  calms,  both  the  N.  E.  and  the  S.  E.  trades  have  run  their 
course  on  the  surface;  they  are  going  up  to  blow  as  upper  currents;  and  therefore  the  motion  of  the  air 
here  in  these  calms,  could  it  be  seen  and  measured,  would  be  upwards;  and  for  the  same  reason,  when  the 
two  upper  currents  meet  in  the  region  of  the  tropics,  the  motion  of  the  air  is  downward,  for,  after  passing 
this  node,  each  upper  current  becomes  a  surface  wind,  and  each  is  going  whence  the  other  came.* 

Important  operations  are  carried  on,  and  purposes  grand  in  the  system  of  terrestrial  ecouomv  are 
doubtless  subserved  by  these  atmospheric  nodes. 

This  singular  fact  has  been  brought  out  by  the  investigations  which  Ave  are  conducting  at  the 
Observatory,  with  regard  to  the  winds.  Our  investigations  in  the  Atlantic,  for  we  have  not  carried  them 
much  farther,  show  us  that  the  S.  E.  trade-wind  region  is  much  larger  than  the  N.  E. — I  speak  of  its 
extent  over  the  Atlantic  Ocean  only. 

The  S.  E.  trades  are  the  fresher;  ihey  often  push  themselves  up  to  10°  or  1.3°  of  north  latitude, 
whereas  the  N.  E.  trade-wind  seldom  gets  south  of  the  equator. 

Seeing  that  there  is  so  much  more  room  for  evaporation  in  the  southern  than  in  the  northern  hemi- 
sphere, and  that  there  is  so  much  more  precipitation  on  this  than  on  tlie  other  side  of  the  equator,  we  are 
led  to  one  of  two  conjectures:  First,  that  aqueous  vapor  in  its  invisible  state  can  permeate  the  atmosphere; 
in  other  words,  it  can  flow  through  the  air  in  separate  or  independent  currents  of  its  own,  like  some  of  the 
gases.  In  this  case,  we  must  farther  conjecture  the  seat  of  .some  power  unknown,  which  Wduld  always 
drive  this  vapor  from  the  southern  over  into  the  northern  hemisphere.  We  know  of  no  such  tendencv  in 
vapor,  of  no  such  permeability  of  atmosphere,  and  of  no  such  force  in  nature;  and  in  this  age,  therefore, 
men  would  scarcely  receive  such  a  conjecture,  as  one  having  plausiljility  enough  to  command  their 
respect.  ... 

Abandoning  this,  therefore,  we  are  led  to  another  conjecture,  which  is,  that  the  motion  of  the  air  in 
the  general  system  of  circulation  is  not  exactly  such  as  I  have  already  described ;  but  that  the  N.  E.  trade- 
winds,  for  instance,  when  they  reach  the  equatorial  calms,  instead  of  turning  Ijaek  towards  the  north,  as  I 
have  supposed,  keep  on  towards  the  south,  and  the  S.  E.  trade-winds  make  the  tour  north.  In  this  ease, 
the  course  of  the  winds,  as  described  by  Solomon,  would  be,  as  represented  by  the  arrows,  along  the  wavy 
curves  (Plate  II.),  A,  B,  C,  D,  to  the  south  pole,  thence  up  with  the  arrow  P  and  around  with  the  hands  of 
a  watch,  and  back  as  indicated  by  the  arrows  along  E,  F,  G,  and  II.  Of  course,  as  the  surface  winds,  11 
and  D,  approach  the  poles,  there  must  be  a  sloughing  off,  if  I  may  be  allowed  the  expression,  of  air  from 


*  If  this  interchange  of  atmosphere  did  not  take  place  hetvreen  the  two  hemispheres,  how  would  n  proper  mixture  of  the  air  he 
preserved?  In  the  north  there  is  much  more  land,  and  many  more  plants  and  animals  to  corrupt  the  air,  than  in  the  south,  and, 
unless  the  interchange  did  take  place,  there  would  be  a  reason  to  infer  a  difl'cronce  as  to  atmospherical  j.urity  in  the  two  hemispheres. 


126  THE   WI>fD   AND   CURRENT   CHARTS. 

the  surface  winds,  in  consequence  of  tlicir  a]iproaching  the  poles.  For  as  they  near  the  poles,  the  parallels 
become  smaller  and  smaller,  and  the  surface  current  must  either  extend  much  higher  up,  and  blow  with 
greater  rapidity,  as  it  approaches  the  poles,  or  else  a  part  of  it  must  be  sloughed  off  above,  and  so  turned 
back  before  reaching  the  poles.     The  latter  is  probably  the  case. 

If  this  plate  and  description  fairly  represent  the  course  of  the  winds,  Ave  shall  see  that  the  S.  E.  trade- 
winds  would  enter  the  northern  hemisphere,  and  bear  into  it  all  their  moisture,  except  that  which  is 
precipitated  in  the  region  of  equatorial  calms. 

The  South  Sea,  then,  if  this  reasoning  be  good,  supplies  mainly  the  water  for  this  engine,  while  the 
northern  hemisphere  condenses  it;  we  should,  therefore,  have  more  rain  in  the  northern  hemisphere.  The 
rivers  tell  us  that  we  have — at  least  on  land :  the  great  watercourses  of  the  globe,  and  half  the  fresh  water 
in  the  world,  are  found  on  our  side  of  the  equator.  This  fact,  alone,  is  strongly  corroborative  of  this 
hypothesis. 

The  rain  gauge' tells  us  also  the  same  story.  The  yearly  average  of  rain  in  the  north  temperate 
zone  is,  according  to  Johnston,  37  inches.     He  gives  but  26  in  the  south  temijcrate. 

Moisture  is  never  extracted  from  the  air  by  subjecting  it  from  a  low  to  a  higher  temperature,  but  the 
reverse.  Thus,  all  that  air  which  comes  loaded  Avith  moisture  from  the  other  hemisphere,  and  is  borne 
into  this,  with  the  S.  E.  trade-winds,  travels  in  the  upper  regions  of  the  atmosphere  until  it  reaches  the 
calms  of  Cancer — here  it  becomes  the  surface  wind  that  prevails  from  the  southward  and  westward.  As  it 
goes  north  it  grows  cooler,  and  the  process  of  condensation  commences.* 

"We  may  now  liken  it  to  the  wet  sponge,  and  the  decrease  of  temperature  to  the  hand  that  squeezes 
that  sponge.  Finally  reaching  the  cold  latitudes,  all  tlie  moisture  that  a  dew-point  of  zero,  and  even 
far  below,  can  extract,  is  rung  from  it;  and  this  air  then  commences  "to  return  according  to  his  circuits"' 
as  dry  atmosphere.  And  here  we  can  quote  Solomon  again:  "The  north  wind  driveth  away  rain."  This 
is  a  meteorological  fact  of  high  authority  and  great  importance  in  the  study  of  the  circulation  of  the 
atmosphere. 

This  air  that  is  returning  from  the  north  in  the  general  channels  of  circulation,  does  not  ordinarily 
come  in  contact  with  the  surface  of  the  water,  but  remains  in  the  U2)per  regions,  isolated  from  all  sources  of 
vapor,  except  the  upper  clouds,  until  it  descends  in  the  calms  of  Cancer,  and  commences  to  blow  the  trades, 
as  at  B,  (Plate  II.)  Here  it  is  as  the  dry  sponge,  taking  np  and  evaporating  fresh  water  from  the  sea  with 
great  avidit}'.  This  supposition  is  strengthened  by  the  circumstance  that  the  saltest  part  of  the  ocean  is 
near  the  calm  belts  of  Cancer  and  Capricorn.  By  the  time  these  winds  reach  the  equatorial  calms,  they 
are  saturated  with  moisture;  thus  loaded,  they  return  to  refresh  the  earth  witli  rain,  to  cover  the  hills  with 
snow,  and  to  supply  the  fountains  of  our  great  rivers  with  water. 


*  The  peculiiiv  clouds  of  the  trade-wintls  are  formed  between  the  two  currents  of  air.  They  are  probably  formed  of  vapor  con- 
densed from  the  upper  current,  and  evaporated  as  it  descends,  by  tlio  lower  and  dry  current  from  the  poles.  It  is  the  same  phenomenon 
up  there,  which  is  so  often  observed  here  below ;  when  a  cool  and  dry  current  of  air  meets  a  warm  and  wet  one,  au  evolution  of  vapor 
or  foK  ensues. 


GEXEKAL    CIKCULATION    OF    TllK    ATMOSl'IIEKE.  127 

By  reasoning  in  this  manner,  \xe  are  led  to  the  conclusion  that  our  rivers  are  supphed  witli  their  waters 
principally  from  the  trade-wind  regions — the  northern  rivers  from  the  southern  trades,  and  tiie  southern 
rivers  from  the  northern  trade- winds. 

Taking  for  our  guide  such  faint  glinunerings  of  light  as  we  can  catch  from  natuiv,  and  supposing  these 
views  to  be  correct,  then  the  saltest  portion  of  the  sea  sliould  be  iu  the  trade-wind  regions,  where  the  water 
for  all  the  rivers  is  evaporated — and  there  the  saltest  portions  are  found. 

Dr.  Euschenberger,  of  the  Navy,  on  his  late  vo3'age  to  India,  was  kind  enough  to  conduct  a  series  of 
observations  on  the  specific  gravity  of  sea-water.  '  ,  .       . 

In  about  the  parallel  of  17°  N.  and  S.  towards  the  ]iolar  borders  of  the  trade-wind  regions — ho  fiuiud 
the  heaviest  water.  Though  so  warm,  the  water  here  was  heavier  tiiau  the  cold  water  to  the  south  of  the 
Cape  of  Good  Hope.  ■  •  -  .  .  . 

In  summing  up  the  evidence  in  favor  of  this  view  of  the  general  system  of  atmospherical  circulation, 
it  remains  to  be  shown  how  it  is,  if  the  view  be  correct,  there  should  be  smaller  rivers,  or  less  ruins  in  the 
southern  hemisphere. 

The  ^v•inds  that  are  to  blow  as  the  X.  E.  trade-winds,  returning  from  the  polar  regions  where  the  moist- 
ure has  been  compressed  out  of  them,  remain,  as  we  have  seen,  dry  winds  until  they  cross  the  calm  zone 
of  Cancer,  and  are  felt  on  the  surface  as  the  N.  E.  trades.  About  two-thirds  of  them  only  can  there  blow 
over  the  ocean ;  the  rest  blow  over  the  land,  over  Asia,  Africa,  and  North  America,  where  there  is  but  com- 
paratively a  small  portion  of  evaporating  surface  exj^osed  to  their  action.  . 

The  zone  of  the  N.  E.  trades  extends,  on  an  average,  from  about  29°  north  to  7°  north.  Now,  if  we 
examine  the  globe,  to  see  how  much  of  this  zcme  is  land,  and  how  much  water,  we  shall  find,  commencing 
with  CluTia  and  coming  over  Asia,  the  broad  part  of  Africa,  and  so  on,  across  the  continent  of  America  to 
the  Pacific,  land  enough  to  fill  up,  as  nearly  as  may  be,  just  one-third  of  it.  This  land,  if  thrown  into  one 
body  between  these  parallels,  would  make  a  belt  equal  to  120°  of  longitude.  v 

Upon  this  supposition,  then,  two-thirds  only  of  the  N.  E.  trade-winds  are  fully  charged  with  moisture, 
and  only  two-thirds  of  the  amount  of  rain  that  falls  in  the  northern  hemisphere  falls  in  the  southern. 

This  estimate  as  to  the  quantity  of  rain  in  the  two  hemispheres,  is  one  which  is  not  capable  of  verifica- 
tion by  any  more  than  the  rudest  approximations ;  for  the  greater  extent  of  S.  E.  trades  on  one  side,  and  of 
high  mountains  on  the  other,  must  each  of  necessity,  and  independent  of  other  agents,  have  its  effects. 

These  calm  and  trade-wind  regions  or  belts  move  up  and  down  the  earth,  annually,  in  latitude  nearly 
a  thousand  miles.  In  July  and  August,  the  zone  of  equatorial  calms  is  found  between  7°  N.  and  12°  N. ; 
sometimes  higher;  in  March  and  April,  between  latitude  5°  S.  and  2°  N. 

"With  this  fact,  these  points  of  view,  and  the  Trade-wind  Chart  before  us,  it  is  easy  to  perceive  why  it 
is  that  we  have  a  rainy  season  in  Oregon,  a  rainy  and  dry  season  in  California,  another  at  Panama,  two  at 
Bogota,  none  in  Peru,  and  one  in  Chili. 

In  Oregon  it  rains  every  month,  but  more  in  the  winter  months. 

The  winter  there  is  the  summer  of  the  southern  hemisphere,  when  this  steam-engine  is  working  with 


128  THE  WIND  AND  CURRENT  CHARTS. 

the  greatest  pressure.  The  vapor  that  is  taken  up  by  the  S.  E.  trades,  is  borne  along  over  the  region  of 
N.  E.  trades  to  latitude  '65°  or  .40°  N.,  where  it  descends  and  appears  on  the  surface  with  the  S.  W.  winds 
of  those  latitudes.  Driving  upon  the  highlands  of  the  continent,  this  vapor  is  condensed  and  precipitated, 
during  this  part  of  the  year,  almost  in  constant  showers. 

In  the  winter,  the  calm  belt  of  Cancer  approaches  the  e(piator.  I'his  whole  system  of  zones,  viz:  trades, 
calms  and  westerly  winds,  follow  the  Sun ;  and  they  of  our  hemisphere  are  nearer  the  equator  in  the 
winter  and  spring  months  than  at  any  other  season. 

The  S.  W.  winds,  backing  down  at  this  season  to  the  south,  reach  as  far  down  as  the  lower  part  of 
California.  In  winter  and  spring,  the  land  in  California  is  cooler  than  the  sea  air,  and  is  quite  cold  enough 
to  extract  moisture  from  it.  But  in  sunimer  and  autumn  the  land  is  the  warmer,  and  cannot  condense  the 
vapors  of  water  held  l)y  the  air.  So  the  same  cause  which  made  it  rain  in  Oregon,  now  makes  it  rain  in 
California.  As  the  Sun  returns  to  the  north,  he  brings  the  calm  belt  of  Cancer,  and  the  N.  E.  trades  along 
with  him ;  and  now,  at  places  where,  six  months  before,  the  S.  W.  winds  were  the  prevailing  winds,  the  N. 
E.  trades  are  found  to  blow.  This  is  the  case  in  the  latitude  of  California.  The  prevailing  winds,  then, 
instead  of  going  from  a  warmer  to  a  cooler  climate,  as  before,  are  going  the  opposite  way.  Consequently, 
they  cannot,  if  they  have  the  moisture  in  them  to  make  rains  of,  precipitate  it  under  such  circumstances. 

Panama  is  in  the  region  of  equatorial  calms.  This  belt  of  calms,  as  may  be  seen  by  the  Charts,  travels 
during  the  year,  back  and  forth,  over  about  17°  of  latitude,  coming  farther  north  in  the  summer,  where  it 
tarries  for  several  months,  and  then  returns  so  as  to  reach  its  extreme  southern  latitude  some  time  in  March 
or  April.  Where  these  calms  are,  it  is  always  raining,  and  the  chart  shows  that  they  hang  over  the  latitude 
of  Panama,  from  June  to  November;  consequently,  from  June  to  November  is  the  rainy  season  at  Panama. 
The  rest  of  the  year,  that  place  is  in  the  region  of  the  N.  E.  trades,  wdiich,  before  they  arrive  there,  have  to 
cross  the  mountains  of  the  isthmus,  on  the  cool  tops  of  which  they  deposit  their  moisture,  and  leave  Panama 
rainless  and  pleasant,  until  the  Sun  returns  north  with  the  belt  of  equatorial  calms  after  him.  They  then 
push  the  belt  of  N.  E.  trades  flirther  to  the  north,  occupy  a  part  of  the  winter  zone,  and  I'cfresh  that  part 
of  the  earth  with  summer  rains. 

This  belt  of  calms  moves  over  more  than  double  of  its  breadth,  and  the  entire  motion  from  south  to 
north  is  accomplished  generally  in  two  months.  May  and  June. 

Take  the  parallel  of  4°  N.  as  an  illustration ;  during  these  two  months,  the  entire  belt  of  calms  crosses 
this  parallel,  and  then  leaves  it  in  the  region  of  the  S.  E.  trades.  During  these  two  months,  it  w\as  pouring 
down  rain  on  that  parallel.  After  the  calm  belt  passes  it  the  rains  cease,  and  the  people  in  that  latitude 
have  no  more  wet  weather  till  the  fall,  when  the  belt  of  calms  recrosses  this  parallel  on  its  way  to  the 
south.  By  examining  the  "Trade-wind  Chart,"  it  may  be  seen  what  the  latitudes  are  that  have  two  rainy' 
seasons,  and  that  Bogota  is  within  the  bi-rainy  latitudes. 

The  coast  of  Peru  is  within  the  region  of  perpetual  S.  E.  trade-winds.  Though  the  Peruvian  shores 
arc  on  the  verge  of  the  great  South  Sea  boiler,  yet  it  never  rains  there.  The  reason  is  plain,  and  the  Charts 
make  it  obvious. 


GENERAL    ClIiCULATIOX    OF   THE    ATMOSl'llKRE.  129 

The  S.  E.  trade-winds  in  tlie  Atlantic  Ocean  Urst  strike  the  water  on  the  coast  of  Africa.  Ti-avelling 
to  the  N.  W.,  they  blow  obliquely  across  the  ocean  until  they  reach  the  coast  of  Brazil.  By  this  time,  they 
are  heavily  ladened  with  vapor,  which  they  continue  to  bear  along  across  the  continent,  depositing  it  as  they 
go,  and  supplying  with  it  the  sources  of  the  Rio  de  la  Plata  and  the  southern  tributai'ics  of  the  Amazon. 

Finally,  they  reach  the  snow-capped  Andes,  and  here  is  wrung  from  them  the  least  particle  of  moisture 
that  that  very  low  temperature  can  extract. 

Eeacliing  the  summit  of  the  range,  they  now  tumble  down  as  cool  and  dry  winds  on  the  slopes  beyond. 
Meeting  with  no  evaporating  surface,  and  ^\■ith  no  temperature  colder  than  that  to  which  they  were  sub- 
jected on  the  mountain-tops,  they  reach  the  ocean  before  they  become  charged  with  fresh  vapor,  and  before, 
therefore,  they  have  any  which  the  Peru^^an  climate  can  extract.  Thus,  we  see  how  the  top  of  the  Andes 
becomes  the  reservoir  from  which  are  supplied  the  rivers  of  Chili  and  Peru. 

We  see,  moreover,  that  the  Andes  and  all  other  mountains  which  run  north  and  sonth  have  a  dry 
and  a  rainy  side,  antl  that  the  prevailing  winds  of  the  latitude  determine  which  is  the  rainy  and  which  the 
dry  side. 

Thus,  let  us  take  the  southern  coast  of  Chili  for  illustration.  In  our  summer  time,  when  the  sun  comes 
north,  and  drags  after  him  his  belts  of  perpetual  winds  and  calms,  that  part  of  the  coast  is  left  within  the 
regions  of  the  N.  W.  winds — the  winds  that  are  counter  to  the  S.  E.  trades — wliieh,  cooled  by  the  winter 
temperature  of  the  highlands  of  Chili,  deposit  their  moisture  copiously.  During  the  rest  of  the  year, 
the  most  of  Chili  is  in  the  regions  of  the  S.  E.  trades,  and  the  same  causes  which  operate  in  California  to 
prevent  rain  there,  operate  in  Chili ;   only  the  dry  season  in  one  place  is  the  rainy  season  of  the  other.        , 

Hence,  we  see  that  the  weather  side  of  all  such  mountains  as  the  Andes  is  the  wet  side,  and  tlie  lee  side 
the  dry. 

We  shall  now  be  enabled  to  determine,  if  the  views  which  I  have  been  endeavoring  to  present  be 
correct,  what  parts  of  the  earth  are  subject  to  the  greatest  fall  of  rain.  They  should  be  on  the  slopes  of 
those  mountains  which  the  trade-winds  first  strike  after  having  blown  across  the  greatest  tract  of  ocean. 
The  more  abrupt  the  elevation  as  the  land  rises  from  the  ocean,  the  greater  the  amount  of  jirecipitation. 

If,  therefore,  we  commence  at  the  parallel  of  about  30°  jSl.  in  the  Pacific,  where  the  X.  E.  trade-winds 
first  strike  that  ocean,  and  trace  them  through  their  circuits  till  they  first  strike  high  mountains,  we  ought 
to  find  such  a  place  of  heavy  rains. 

Commencing  at  this  parallel  of  30°,  therefore,  in  the  Korth  Pacific,  and  tracing  thence  the  course  of 
the  X.  E.  trade-winds,  we  shall  find  that  they  blow  thence,  and  reach  the  region  of  equatorial  calms  near 
the  Caroline  Islands.  Here  they  rise  up ;  but  instead  of  pursuing  the  sanre  course  in  the  upper  stratum  of 
winds  through  the  southern  hemisphere,  they,  in  consequence  of  the  rotation  of  the  earth,  are  made  to  take 
a  S.  E.  course.  They  keep  in  this  upper  stratum  until  they  reach  the  calms  of  Capricorn,  between  the 
parallels  of  30°  and  -40°;  after  which  they  become  the  prevailing  K  W.  winds  of  the  southern  hemisphere, 
which  correspond  to  the  S.  W.  of  the  northern.  Continuing  on  to  the  S.  E.  they  are  uo^v•  the  surface 
winds;  they  are  going  from  warmer  to  cooler  latitudes;  they  become  as  the  wet  sponge,  and  are  abruptly 
.     17 


1 


130  THE  WIND  AND  CURRENT  CHARTS. 

intercepted  by  tlie  Ancles  of  Patagonia,  whose  cold  summit  compresses  them,  and  with  its  low  dew-point 
squeezes  the  water  out  of  them.  Captain  King  found  the  astonishing  fall  of  water  here  of  nearly  13  feet 
(151  inches)  in  41  days ;  and  Mr.  Darwin  reports  that  the  sea-water  along  this  part  of  the  South  American 
coast  is  sometimes  quite  fresh. 

"We  ought  to  expect  a  corresponding  rainy  region  to  be  found  to  the  north  of  Oregon ;  but  there  the 
mountains  are  not  so  high,  the  obstruction  to  the  S.  W.  winds  is  not  so  abrupt,  the  highlands  are  farther 
from  the  coast,  and  the  air  which  these  -winds  carry  in  their  circulation  to  that  part  of  the  coast,  though  it 
be  as  heavily  charged  with  moisture  as  at  Patagonia,  has  a  greater  extent  of  country  over  which  to  deposit 
its  rain,  and  consequently  the  fall  to  the  square  inch  will  not  be  as  great.* 

In  like  manner,  we  should  be  enabled  to  say  in  what  part  of  the  world  the  most  equitable  climates  are 
to  be  found.  They  are  to  be  found  in  the  equatorial  calms,  where  the  N.  E.  and  S.  E.  trades  meet  fresh 
from  the  ocean,  and  keep  the  temperature  uniform  under  a  canopy  of  perpetual  clouds. 

The  mean  annual  fall  of  rain  on  the  entire  surface  of  the  earth  is  estimated  at  about  5  feet. 

To  evaporate  water  enough  annually  from  the  ocean  to  cover  the  earth,  on  the  average,  5  feet  deep 
with  rain;  to  ti'ansport  it  from  one  zone  to  another;  and  to  precipitate  it  in  the  right  places,  at  suitable 
times,  and  in  the  proportions  due,  is  the  of&ce  of  the  grand  atmospherical  machine.  This  water  is  evapo- 
rated principally  from  the  torrid  zone.  Supposing  it  all  to  come  thence,  we  shall  have,  encircling  the  earth,  a 
belt  of  ocean  3,000  miles  in  breadtli,  from  which  this  atmosphere  evaporates  a  layer  of  water  annually  16 
feet  in  depth.  And  to  hoist  up  as  high  as  the  clouds,  and  lower  down  again,  all  the  water  in  a  lake  16  feet 
deep,  and  3,000  miles  broad,  and  24,000  long,  is  the  yearly  business  of  this  invisible  machinery.  What  a 
powerful  engine  is  the  atmosphere  If 

We  see  light  beginning  to  break  upon  us — for  we  now  begin  to  perceive  why  it  is  that  the  propor- 
tions between  the  land  and  water  were  made  as  we  find  them  in  nature.  If  there  had  been  more  water 
and  less  land,  we  should  have  had  more  rain,  and  ■vice  versa;  and  then  climates  would  have  been  diffei'ent 
from  what  they  now  are,  and  the  inhabitants,  neither  animal  nor  vegetable,  would  have  been  as  they  are. 


*  1  have  since,  tliruugh  the  khulness  of  A.  Holbrook,  Esq.  U.  S.  Attorney  for  Oregon,  received  the  Oregon  Speclator  of  February 
13,  1851,  containing  the  Rev.  G.  II.  Atkinson's  Meteorological  Table,  kept  in  Oregon  City,  during  the  month  of  January,  1851.  The 
quantity  of  rain  and  snow  for  that  month  is  13.153  inches,  or  about  one-tliird  the  average  (juantity  that  falls  here  during  the  year. 

f  Since  this  paper  was  read,  the  Transactums  of  the  Bombay  Geographical  Society,  from  May,  1849,  to  .\ugust,  1850,  vol.  ix.,  has 
been  published.  From  it.  1  derived  valuable  information  in  relation  to  this  as  well  as  many  other  subjects.  In  his  Annual  Report  to  the 
Society,  Dr.  Buist,  the  Secretary,  states,  on  the  authority  of  Jlr.  Laidly,  the  evaporation  at  Calcutta  to  be  "about  15  feet  annually;  that 
between  the  Cape  and  Calcutta  averages  in  October  and  November  nearly  ij  inch  daily; — betwixt  10°  and  20°  in  the  B.ay  of  Bengal,  it 
was  found  to  exceed  an  inch  daily — supposing  this  to  be  double  the  average  throughout  the  year,  we  should,"  continues  the  Doctor, 
"have  18  feet  of  evaporation  annually,"  p.  c.  v. 

If,  in  considering  the  direct  observations  upon  the  daily  rate  of  evaporation  in  India,  it  be  remembered  that  the  seasons  there  are 
divided  into  wet  and  dry;  that  in  the  dry  season  evaporation  in  the  Indian  Ocean,  because  of  its  high  temperature — an!  also  of  the  high 
temperature  and  dry  state  of  the  wind — probably  goes  on  more  rapidly  there  than  anywhere  else  in  the  world — if,  moreover,  we  remem- 
ber that  the  regular  trade-wind  regions  proper,  are  for  the  most  part  rainless  regions  at  sea ;  that  evaporation  is  going  on  from  them  all 
the  year  round;  we  shall  have  reason  fo  consider  the  estimate  of  10  feet  annually  for  the  trade-wind  surface  of  the  ocean  not  too  high. 
What  a  powerful  engine,  therefore,  may  not  the  atmosphere  bo  considered! 


GENKUAL    CIRCULATION    OF   THE   ATMOSPHERE.  131 

And  as  tliey  are,  that  wise  Being,  wlio,  in  his  kind  Providence,  so  watches  over  and  regards  the  things  of 
this  world  that  he  takes  knoAvlcdgc  of  the  sparrow's  fall,  and  numbers  the  very  hairs  of  our  head,  doubtless 
designed  them  to  be. 

In  some  parts  of  tlie  earth,  the  precipitation  is  greater  than  the  evaporation ;  tints,  the  timount  of  water 
borne  down  by  every  river  that  runs  into  the  sea,  may  be  considered  as  the  excess  of  the  precipitation  over 
the  evaporation  that  takes  place  in  the  valley  drained  by  that  river. 

In  other  parts  of  the  earth,  the  evaporation  and  precipitation  are  exactly  equal,  as  in  those  inland 
basins  such  as  that  in  which  the  city  of  Mexico,  Lake  Titicaca,  the  Caspian  Sea,  etc.  etc.,  are  situated  ; 
which  basins  have  no  ocean  draina^-e. 

If  more  rain  fell  in  the  valley  of  the  Caspian  than  is  evaporated  from  it,  that  sea  would  Jinally  get 
full  and  overflow  the  whole  of  that  great  basin.  If  less  fell  than  is  evaporated  from  it  again,  then  that  sea, 
in  the  course  of  time,  would  dry  up,  and  plants  and  animals  Avould  all  jDcrish  there  for  the  want  of  water. 

In  the  sheets  of  water  which  we  find  distributed  over  that  and  every  other  inhabitable  inland  basin, 
we  see  reservoirs  or  evaporating  surfaces  just  sufficient  for  the  supply  of  that  degree  of  moisture  which  is 
best  adapted  to  the  well-being  of  the  plants  and  animals  that  people  such  basins. 

In  other  parts  of  the  earth  still,  we  find  places,  as  the  Desert  of  Sahara,  in  which  neither  evaporation 
nor  precipitation  takes  place,  and  in  which  we  find  neither  plant  nor  animal. 

In  contemplating  the  system  of  terrestrial  adaptations,  these  researches  have  tauglit  me  to  regard  the 
great  deserts  of  the  earth,  as  the  astronomer  does  the  counterpoises  to  his  telescope — though  they  be  more 
dead  Aveights,  they  are,  nevertheless,  necessary  to  make  the  balance  complete,  the  adjustments  of  tliis  ma- 
chine perfect.  These  counterpoises  give  ease  to  the  motions,  stability  to  the  performance,  and  accuracy  to 
the  workings  of  the  instrument.     They  are  compensations. 

Whenever  I  turn  to  contemplate  the  works  of  nature,  I  am  struck  with  the  admirable  system  of  com- 
pensation, with  the  beauty  and  nicety  with  which  every  department  is  poised  by  the  others ;  things  and 
principles  are  meted  out  in  directions  the  most  opposite,  but  in  proportions  so  exactly  balanced  and  nicely 
adjusted,  that  results  the  most  harmonious  are  produced. 

It  is  by  the  action  of  opposite  and  compensating  forces  that  the  Earth  is  kept  in  its  orbit,  and  the 
stars  are  held  suspended  in  the  azure  vaults  of  heaven;  and  these  forces  are  so  exquisitely  adjusted,  that, 
at  the  end  of  a  thousand  years,  the  Earth,  the  Sun,  and  Moon,  and  every  star  is  found  to  return  to  its 
proper  place  at  the  proper  moment. 

Nay,  philosophers  tell  us,  when  the  little  snow-drop,  which  in  our  garden  walks  we  may  now  see 
raising  its  beautiful  head  to  remind  us  that  spring  is  at  hand,  was  created,  that  the  whole  mass  of  the  Earth 
from  pole  to  pole,  and  from  circumference  to  centre,  must  have  been  taken  into  account  and  weighed,  in 
order  that  the  proper  degree  of  strength  might  be  given  to  the  fibres  even  of  this  little  plant. 

Botanists  tell  us  that  the  constitution  of  this  plant  is  such  as  to  require  that,  at  a  certain  stage  of  its 
growth,  the  stalk  should  bend,  and  the  flower  should  bow  its  head,  that  an  operation  may  take  place, 
which  is  necessary,  in  order  that  the  herb  should  produce  seed  after  its  kind ;  and  that,  after  this,  its  vege- 


132  TnE   WIND   AND   CURKENT   CHARTS. 

table  health  requires  that  it  should  lift  its  head  agaiu  and  staud  erect.  Now,  if  the  mass  of  the  earth  had 
beau  greater  or  less,  the  force'  of  gravity  would  have  been  different ;  in  that  case,  the  strength  of  fibre  in 
the  snow-drop,  as  it  is,  would  have  been  too  much  or  too  little  ;  the  plant  could  not  bow  or  raise  its  head 
at  the  right  time  ;  fecundation  could  not  take  place,  and  its  family  would  have  become  extinct  with  the  first 
individual  that  was  planted,  because  its  "  seed"  would  not  have  been  "  in  itself,"  and  therefore  it  could  not 
reproduce  itself. 

Now,  if  we  see  such  perfect  adaptation,  such  exquisite  adjustment,  in  the  case  of  one  of  the  smallest 
flowers  of  the  field,  how  much  more  may  we  not  expect  "  compensation"  in  the  atmosphere,  upon  the  right 
adjustment  and  due  performance  of  which  depends  not  only  the  life  of  that  plant,  but  the  well-being  of 
every  individual  that  is  found  in  the  entire  vegetable  and  animal  kingdoms  of  the  world. 

When  the  east  winds  blow  for  a  little  while,  they  bring  us  air  saturated  with  moisture  from  the  Gulf 
Stream,  and  we  complain  of  the  sultry,  oppressive,  heavy  atmosphere;  the  invalid  grows  worse,  and  the 
well  man  feels  ill,  because  when  he  takes  this  atmosphere  into  his  lungs,  it  is  already  so  charged  with 
moisture,  that  it  cannot  take  iq)  and  carry  ofl'  that  which  encumbers  his  lungs,  and  which  nature  has  caused 
to  be  deposited  there,  that  this  atmosphere  may  take  up  and  carry  off.  At  other  times  the  air  is  dry  and 
hot ;  he  feels  that  it  is  conveying  off  matter  from  the  lun^gs  too  fast,  ho  realizes  the  idea  that  it  is  consum- 
ing him,  and  he  calls  it  parching. 

Therefore,  in  considering  the  general  laws  of  atmospherical  circulation,  in  order  to  get  at  the  clue  to 
them,  I  have  felt  m3rself  constrained  to  set  out  with  the  assumption  that,  if  the  atmosphere  had  had  a 
greater  or  less  capacity  for  moisture,  oi'  if  the  proportion  of  land  and  water  had  been  different — if  the  earth, 
air,  and  water  had  not  been  in  exact  counterpoise — the  whole  arrangement  of  the  animal  and  vegetable 
kingdoms  would  have  varied  from  its  present  state.  But  God  chose  to  make  those  kingdoms  what  they 
are  ;  for  this  purpose  it  was  necessary,  in  his  judgment,  to  establish  the  proportions  between  the  land  and 
water,  and  the  desert,  just  as  they  are,  and  to  make  the  capacity  of  the  air  to  circulate  heat  and  moisture 
just  what  it  is,  and  to  have  it  to  do  all  its  work  in  obedience  to  law,  and  in  subservience  to  order.  If  the 
proportions  of  each  were  not  adjusted  according  to  the  reciprocal  capacities  of  all  to  perform  the  functions 
required  by  each,  why  should  we  be  told  that  he  "  measured  the  waters  in  the  hollow  of  his  hand,  and 
comprehended  the  dust  in  a  measure,  and  weighed  the  mountains  in  scales,  and  the  hills  in  a  balance  ?" 
Why  did  he  span  the  heavens,  but  that  he  might  mete  out  the  atmosiihere  in  exact  proportion  to  all  the 
rest,  and  impart  to  it  those  lorojierties  and  powers  which  it  was  necessary  for  it  to  have,  in  order  that  it 
might  perform  all  those  offices  and  duties  for  which  he  designed  it  ?  I  have  not  the  time,  and  if  I  had  the 
time,  I  have  not  the  heart  so  to  abuse  the  patience  of  those  who  read,  as  I  should  do,  by  attempting  to 
discuss,  at  this  time,  the  currents  of  the  ocean,  and  to  tell  of  the  beautiful  discoveries  to  which  our  system 
of  investigations  has  led  us  with  regard  to  those  great  agents  in  the  terrestrial  economy. 

Harmonious  in  their  action,  the  air  and  sea  are  obedient  to  law  and  subject  to  order  in  all  their 
movements;  when  we  consult  -them  in  the  performance  of  their  offices,  they  teach  us  lessons  concerning 
the  wonders  of  the  deep,  the  mysteries  of  the  sky ;  the  greatness,  and  the  wisdom,  and  goodness  of  the 


KED   FOGS   AND   SEA    DUST.  133 

Creator.  Tlie  investigations  into  the  broad-spreading  circle  of  phenomena  connected  witli  the  winds  of 
heaven  and  the  waves  of  the  sea,  are  second  to  none  for  the  good  wliich  they  do,  and  the  profit  which 
they  give. 

The  astronomer  sees  the  hand  of  God  in  the  sky ;  bnt  the  riglit-niin(h.'d  mariner,  wlio  looks  aloft  as  he 
ponders  over  these  things,  hears  his  voice  in  every  wave  of  the  sea  that  "claps  its  hands,"  and  feels  his 
presence  in  every  breeze  that  blows. 


RED  FOGS  AND  SEA  DUST. 

Every  seaman  has  seen  or  heard  of  the  "sirocco  dust"  of  the  Mediterranean,  and  of  the  "African 
dust,"  or  "  red  fogs,"  of  the  Capo  do  Verdes  and  the  adjoining  ocean. 

This  dust  is  described  by  Ehrenberg  and  others,  as  of  a  brick-red  or  cinnamon  color,  and  it  sometimes 
comes  down  in  such  quantities  as  to  cover  the  sails  and  rigging,  though  the  vessel  may  be  hundreds  of 
miles  from  the  land.     This  dust  had  generally  been  supposed  to  come,  as  its  name  imports,  from  Africa. 

Now,  the  patient  mariner,  who  has  had  the  heart  to  follow  me  around  with  "  the  wind  in  his  circuits," 
will  perceive  that  proof  is  yet  wanting  to  establish  it  as  a  fact,  that  the  N.  E.  and  S.  E.  trades,  after 
meeting  and  rising  up  in  the  equatorial  calms,  do  cross  over  and  take  the  tracks  represented  by  C  and  G — 
Plate  IL 

Statements,  and  reasons,  and  arguments  enough  have  already  been  made  and  adduced,  to  make  it 
highly  probable,  according  to  human  reasoning,  that  such  is  the  case;  and  though  the  theoretical  deduc- 
tions showing  such  to  be  the  case  be  never  so  good,  jDositive  proof  that  they  are  true  cannot  fail  to  be 
received  with  delight  and  satisfaction. 

Were  it  possible  to  take  a  portion  of  this  air,  as  it  travels  down  the  S.  E.  trades,  representing  the 
general  course  of  atmospherical  circulation,  and  to  put  a  tally  on  this  portion  of  air,  by  which  we  could 
always  recognize  it  again,  then  we  might  hope  actually  to  prove,  by  evidence  the  most  positive,  the 
channels  through  which  the  air  of  the  trade-winds,  after  ascending  at  the  equator,  returns  whence  it  came. 

But  the  air  is  invisible ;  and  it  is  not  easily  perceived  how  either  marks  or  tallies  may  be  put  upon  it, 
that  it  may  be  traced  in  its  paths  through  the  clouds. 

The  skeptic,  therefore,  who  is  hard  of  belief  that  the  general  circulation  is  such  as  Plate  II.  represents 
it  to  be,  might  consider  himself  safe  in  his  unbelief,  were  he  to  declare  his  willingness  to  give  it  up  the 
moment  any  one  should  put  tallies  on  the  wings  of  the  wind,  which  would  enable  him  to  recognize  that  air 
again,  and  those  tallies,  when  found  at  other  parts  of  the  Earth's  surface. 

As  difficult  as  this  seems  to  be,  it  has  actually  been  done.  Ehrenljcrg,  with  his  microscope,  has  esta- 
blished almost  beyond  a  doubt,  that  the  air  wdiich  the  S.  E.  trade-winds  bring  to  the  equator,  does  rise  up 
and  pass  over  into  the  northern  hemisphere. 

The  Sirocco,  or  African  dust,  which  he  has  been  observing  so  closely,  has  turned  out  to  be  tallies  put 
upon  the  wind  in  another  hemisphere ;  and  this  beautiful  instrument  of  his  enables  us  to  detect  the  marks 


13i  THE    WINU    AND    CURRENT    CUARTS. 

on  these  little  tallies  as  plainly  as  though  those  marks  had  been  written  upon  labels  of  wood  ami  tied  to 
the  wings  of  the  wind. 

This  dust,  when  subjected  to  microscopic  examination,  is  found  to  consist  of  infusoria  and  organisms, 
whose  habitat  is  not  Africa,  but  South  America,  and  in  the  S.  E.  trade-wind  region  of  South  America. 
Prof.  Ehrenberg  has  examined  specimens  of  sea  dust  from  the  Cape  de  Verdes  and  the  regions  thereabout, 
from  Malta,  Genoa,  Lyons,  and  the  Tyrol ;  and  he  has  found  such  a  similarity  among  them,  as  would  not 
have  been  more  striking,  had  these  specimens  been  all  taken  from  the  same  pile. 

South  American  forms  he  recognizes  in  all  of  them;  indeed,  they  are  the  prevailing  forms  in  every 
specimen  he  has  examined. 

It  may,  I  think,  be  now  regarded  as  an  established  fact,  that  there  is  a  perpetual  upper  current  of  air 
from  South  America  to  North  Africa ;  and  that  the  volume  of  air  in  these  upper  currents,  which  flows  to 
the  northward,  is  nearly  equal  to  the  volume  which  flows  to  the  southward  with  the  N".  E.  trade-winds, 
there  can  be  no  doubt. 

The  "rain-dust"  has  been  observed  most  frequently  to  fall  in  spring  and  autumn;  that  is,  the  fall 
has  occurred  after  the  equinoxes,  but  at  intervals  from  them  varying  from  30  to  60  days — more  or  less. 
To  account  for  this  sort  of  periodical  occurrence  of  the  falls  of  this  dust,  Ehrenberg  thinks  it  "  necessary 
to  suppose  a  dust-cloud  to  he  held  constantly  swimming  in  the  atmosphere  hij  cmdinuous  currents  of  air,  and  lijiiKj 
in  the  region  of  the  trade-ivinds,  hut  suffering  jxirtial  and  periodical  deviations." 

Now,  any  one  who  will  take  the  trouble  to  consult  the  "  Trade-wind  Charts"  of  the  Atlantic  Ocean, 
will  see  that,  at  the  time  of  the  vernal  equinox,  the  equatorial  calms  are  "  raging"  between  the  parallels  of 
4°  N.  and  5°  S.,  and  that  consequently  the  jDlaces  between  tliese  parallels  are  then  in  their  rainy  season. 

The  "rain  dust,"  therefore,  it  may  be  inferred,  could  not  well  be  taken  up  between  these  two  parallels 
at  such  a  season.  The  earth  is  then  flooded  with  rain,  and  there  prevails  a  great  calm ;  and  as  the  air  is 
saturated  Avith  moisture,  and  consequently  as  there  is  no — little  or  no — evaporation  going  on  at  such  a 
time  and  place,  it  is  difticult  to  imagine  how  any  of  the  microscopic  organisms  of  a  locality  so  situated 
should  be  taken  up  in  the  atmosphere. 

But  if  the  examination  of  these  Charts  be  carried  a  little  farther,  it  will  be  perceived  that,  at  the  time 
of  the  vernal  equinox,  the  valley  of  the  lower  Orouoco  is  then  in  its  dry  season — everything  is  parched  up 
with  the  drought ;  the  pools  are  dry,  and  the  marshes  and  plains  arid  wastes.  All  vegetation  has  ceased, 
the  great  serpents  and  reptiles  have  buried  themselves  for  hibernation  ;■•■'  the  hum  of  insect  life  is  hushed; 
and  the  stillness  of  death  reigns  through  the  valley. 

Under  these  circumstances,  tlic  light  breeze,  raising  dust  from  lakes  that  are  dried  up,  and  lifting 
motes  from  savannahs  that  are  parched  up,  will  bear  them  away  like  clouds  in  the  air. 

This  is  the  period  of  the  year  when  the  surface  of  the  earth  in  this  region,  strewed  with  impalpable 
and  feather-light  remains  of  animal  and  vegetable  organisms,  is  swept  over  by  whirlwinds,  gales,  and 


*   ]lumboklt. 


RED   FOGS   AND   SEA   DUST.  135 

'tornadoes  of  terrific  force;  tLis  is  the  period  for  the  general  atmospheric  disturbances  which  have  made 
characteristic  the  equinoxes.  Do  not  these  conditions  appear  sufficient  to  afford  the  "  rain-dust"  for  the 
spring  showers  ? 

At  this  period  of  the  autumnal  equinox,  another  portion  of  the  Amazonian  basin  is  parched  with 
drought,  and  liable  to  winds  that  fill  the  air  with  dust,  and  with  the  remains  of  dead  animal  and  vegetable 
matter;  these  impalpable  organisms,  which  each  rainy  season  calls  into  being,  to  perish  the  succeeding 
season  of  drought,  are  perhaps  distended  and  made  even  lighter  b}'  the  gases  of  decomposition  which  has 
been  going  on  in  the  period  of  drought. 

May  not,  therefore,  the  whirlwinds  which  accompany  the  vernal  equinox  sweep  over  the  lifeless  plains 
of  the  lower  Oronoco,  take  up  the  "  rain-dust"  which  descends  in  the  northern  hemisphere  iu  April  and 
Mav ;  and  may  it  not  be  the  atmospherical  disturbances  which  accompany  the  autumnal  equinox,  that  take 
up  the  microscopic  organisms  from  the  upper  Oronoco  and  the  great  Amazonian  basin  for  the  showers  of 
October? 

If  there  be  reason  iu  this  question,  and  plausibility  iu  the  answer  it  suggests,  an  affirmative  reply 
would  authorize  us  to  infer  that  the  "fatherland"  of  the  "rain-dust"  is  one  place  for  the  spring  and  another 
for  the  autumn ;  and  therefore  it  might  be  expected  that  the  microscope  would  detect  certain  infusoria  that 
are  peculiar  each  to  its  own  dust  and  locality. 

These  are  the  periods  and  these  the  conditions  most  favorable  for  raising  the  "sea-dust ;"  and  may  Ave 
not  therefore  refer  to  these  conditions,  and  suggest  that  in  them  is  to  be  found  reason  for  the  greater 
liability  of  the  "rain-dust"  to  foil  in  April  and  May,  October  and  November,  than  at  other  times? 

If  one  season  of  the  year  be  most  favorable  to  the  taking  up  of  the  infusoria,  another  season  may  be 
most  favorable  for  letting  them  down  again.  The  Charts  indicate  tlie  former;  the  niicroscope  shows  the 
latter  to  be  the  case. 

And  may  we  not,  therefore,  regard  the  interval  between  the  time  most  favorable  for  the  ascent,  and  the 
time  in  which  the  descent  is  mo.st  likely  to  occur,  as  a  sort  of  general  indication  as  to  the  length  of  the 
time  required  for  the  transportation ;  and  therefore  as  to  the  rate  of  motion  of  the  atmosphere  in  its  general 
channels  of  circulation? 

These  suggestions  as  to  the  taking  up  the  dust  in  the  valley  of  Oronoco,  derive  weight  from  the 
observations  of  the  closest  of  observers : — 

The  Baron  von  Humboldt,  in  his  Asjxcts  of  Xalure,  thus  contrasts  the  w'et  and  the  dry  seasons 
there : — 

"When  under  the  vei-tical  rays  of  the  never-clouded  sun,  the  carbonized  turfy  covering  falls  into  dust, 
the  indurated  soil  cracks  asunder  as  if  from  the  shock  of  an  earthquake.  If  at  such  times  two  opposing 
currents  of  air,  whose  conflict  produces  a  rotary  motion,  come  in  contact  with  the  soil,  the  plain  assumes 
a  strange  and  singular  aspect.  Like  conical-shaped  clouds,  the  points  of  which  descend  to  the  earth,  the 
sand  rises  through  the  rarefied  air  on  the  electrically-charged  centre  of  the  whirling  current,  resembling  the 
loud  waterspout,  dreaded  by  the  cxjiericnced  mariner.     The  lowering  sky  sheds  a  dim,  almost  straw 


136  THE  WIND  AND  CURRENT  CHARTS. 

colored  ligljt,  on  the  desolate  plain.  The  horizon  draws  suddenly  nearer,  the  steppe  seems  to  contract, 
and  with  it  the  heart  of  the  wanderer.  The  hot,  dusty  particles  which  lill  the  air  increase  its  suffocating 
heat,  and  the  east  wind  blowing  over  the  long-heated  soil  brings  with  it  no  refreshment,  but  rather  a  still 
more  burning  glow.  The  pools  which  the  yellow,  fading  branches  of  the  fan-palm  had  protected  from 
evaporation,  now  gradually  disappear.  As  in  the  icy  north  the  animals  become  torpid  with  cold,  so  here, 
under  the  influence  of  the  parching  di'ought,  the  crocodile  and  the  boa  become  motionless  and  flxll  asleep, 
deeply  buried  in  the  dry  mud.  «  *  *  *  -x-  *  -»  *  * 

"  *  *  *  The  distant  palm-bush,  apparently  raised  by  the  influence  of  the  contact  of  unequally 
heated  and  therefore  unequally  dense  strata  of  air,  hovers  above  the  ground,  from  which  it  is  separated  by 
a  narrow  intervening  margin.  Half  concealed  by  the  dense  clouds  of  dust,  restless  with  the  pain  of  thirst 
and  hunger,  the  horses  and  cattle  roam  around,  the  cattle  lowing  dismally,  and  the  horses  stretching  out 
their  long  necks  and  snuffing  the  wind,  if  haply  a  moister  current  may  betray  the  neighborhood  of  a  not 
wholly  dried-up  pool.  *  *  *  *  *  *  *  *  *  * 

<i»  ■;<■  *  _^t  length,  after  the  long  drought,  the  welcome  season  of  the  rain  arrives;  and  then  how 
suddenly  is  the  scene  changed  !     *  *  *  ******  * 

u  *  *  *  Hardly  has  the  sur&ce  of  the  earth  received  the  refreshing  jnoisturc,  when  the  previously 
barren  stcpjie  begins  to  exhale  sweet  odors,  and  to  clothe  itself  with  killingias,  the  many  panicles  of  the 
paspulum,  and  a  variety  of  grasses.  The  herbaceous  mimosas,  with  renewed  sensibility  to  the  influence  of 
light,  unfold  their  drooping,  slumbering  leaves,  to  greet  the  rising  Sun;  and  the  early  song  of  birds,  and 
the  opening  blossoms  of  the  water  plants,  join  to  salute  the  morning."     *  *  *  *  * 

The  color  of  the  "  rain-dust,"  when  collected  in  parcels,  and  sent  to  Ehrenberg,  is  "brick-red,"  or 
"  yellow  ochre  ;" — when  seen  by  Humboldt  iu  the  air,  it  was  less  deeply  shaded,  and  is  described  by  Mm  as 
imparting  a  "  straw  color"  to  the  atmosphere.  In  the  search  of  spider  liues  for  the  diaphragm  of  my  tele- 
scopes, I  procured  the  finest  and  best  threads  from  a  cocoon  of  a  mud-red  color;  but  the  threads  of  this 
cocoon,  as  seen  singly  in  the  diaphragm,  were  of  a  golden  color ;  there  would  seem,  therefore,  no  difficulty 
in  reconciling  the  difference  between  the  colors  of  the  rain-dust,  when  viewed  in  little  piles  by  the  miero- 
scopist,  and  when  seen  attenuated  and  floating  in  the  wind  by  the  great  traveller. 

It  appears,  therefore,  that  we  here  have  placed  in  our  hands  a  clue,  which,  attenuated  and  gossamerdike 
though  it  at  first  appears,  is  nevertheless  palpable  and  strong  enough  to  guide  us  along  the  "  circuits  of  the 
wind"  into  "  the  chambers  of  the  south." 

The  frequency  of  the  fall  of  "rain-dust"  between  the  parallels  of  17°  and  25°  N.,  and  in  the  vicinity 
of  the  Cape  Verde  Islands,  is  remarked  upon  with  emphasis  by  the  author.  It  is  worthy  of  remark ;  because, 
in  connection  with  the  investigations  at  the  Observatory,  it  is  significant. 

The  latitudinal  limits  of  the  northern  edge  of  the  N.  E.  trade-winds  are  variable.  In  the  spring,  they 
are  nearest  to  the  equator,  extending  sometimes  at  this  season  not  farther  from  the  equator  than  the  parallel 
of  15°  N. 


KKl)    FOGS   A\I)   SKA    DUS'I'.  137 

» 

^J'lic  l)rcadth  of  tlic  calms  of  Cancer  is  also  variable  ;  so  also  arc  tlicir  limits.  The  extrtMnc  vibration 
of  this  zone  is  between  the  parallels  of  17°  and  38°  north,  according  to  the  season  of  the  year. 

According  to  the  Charts,  and  the  hypothesis  suggested  by  them,  tliis  is  the  zone  in  whieli  the  nppcr 
currents  of  atmosphere  that  ascended  in  the  equatorial  calms,  and  flowed  ofl'to  tlu^  noi-thward  and  eastward, 
descend.  This,  therefore,  is  the  zone  in  which  the  atmosphere  that  bears  the  "  rain-(last,"  or  "African 
sand,"  descends  to  the  surface;  and  this,  therefore,  is  the  zone,  it  might  be  sujiposcd,  which  would  be  the 
most  liable  to  showers  of  this  "  dust."  This  is  the;  zone  in  which  the  Cape  Verde  Islands  are  situated ;  they 
are  in  the  direction  which  theory  gives  to  the  xipper  current  <if  air  from  the  Oronoeo  and  ximazon  with  its 
"rain-dust,"  and  they  are  in  the  region  of  the  most  frequent  shi:)wers  of  "rain-dust,"  all  of  which  are  in 
striking  conformity  with  this  theory  as  to  the  circulation  of  the  atmosphere. 

It  is  true  that,  in  the  present  state  of  our  information,  we  cannot  tell  why  this  "rain-dust"  should  not 
be  gradually  precii)itated  from  this  upper  current,  and  descend  into  the  stratum  of  trade-winds,  as  it  passes 
from  the  equator  to  higher  northern  latitudes.  Neither  can  we  tell  why  the  vapor  Avhich  the  same  winds 
carry  along,  should  not,  in  like  manner,  be  precii)itated  on  the  way ;  nor  why  we  should  have  a  tluindcr- 
storm,  a  gale  of  wind,  or  the  display  of  any  other  atmospherical  phenomenon  to-morrow,  and  not  to-day; — 
all  that  we  can  say  is,  that  the  conditions  of  to-day  are  not  such  as  the  phenomenon  I'equires  for  its  own 
development. 

Therefore,  though  we  cannot  tell  wh}'  the  sea-dust  should  not  fall  alwa3-s  in  the  same  place,  Ave  may 
nevertheless  suppose  that,  in  passing  the  same  parallels,  it  does  not  always  meet  with  the  conditions — elec- 
trical and  others — favorable  to  the  descent — and  that  these  conditions  might  occur  now  in  this  place,  now 
in  that.  But  that  the  fall  does  occur  always  in  the  same  atmospherical  vein  or  general  direction,  my 
investigations  would  suggest,  and  Ehrenberg's  researches  prove. 

Judging  by  the  fall  of  sea  or  rain-dust,  we  may  suppose  that  the  currents  in  the  upper  regions  of  the 
atmosphere  are  remarkable  for  their  general  regularity,  for  their  general  direction  and  sharpness  of  limits, 
so  to  speak. 

"We  may  imagine  that  certain  electrical  conditions  are  nccessar}^  to  a  shower  of  "sea-dust,"  as  well  as 
to  a  thunderstorm ;  and  that  the  interval  between  the  time  of  the  equinoctial  disturbances  in  the  atmosphere 
and  the  occurrence  of  these  showers,  though  it  does  not  enable  us  to  determine  the  true  rate  of  motion  in 
the  general  system  of  atmospherical  circulation,  yet  it  assures  us  that  it  is  not  less  on  the  average  than  a 
certain  rate. 

I  do  not  offer  these  remarks  as  an  explanation  with  which  we  ought  to  rest  satisfied ;  I  rather  offer 
them  in  the  true  philosophical  spirit  of  the  distinguished  microscopist  himself;  simply  as  affording,  as  f\ir 
as  they  are  entitled  to  be  called  explanation,  that  explanation  which  is  most  in  conformity  with  the  facts 
before  us,  and  which  is  suggested  by  the  i-esults  of  a  novel  and  beautiful  system  of  philosophical  research. 

Thus,  though  we  have  tallied  the  air,  and  put  labels  on  the  wind,  to  "tell  whence  it  eometh,  and  whither 
it  goeth,"  yet  there  evidently  is  an  agent  concerned  in  the  circulation  of  the  atmosphere,  whose  functions 
are  manifest,  but  whose  presence  has  never  vet  been  recognized. 
18 


138  THE    WIND    AND    (."URRENT    CHARTS. 

Where  the  air  which  the  N.  E.  trade-winds  meet  in  the  equatorial  calms,  that  of  the  S.  E.,  and  the 
two  rise  up  together,  what  is  it?  Where  is  the  jiowcr  which  guides  that  from  the  north  over  to  the  south, 
and  tliat  from  the  south  up  to  the  north  ? 

The  following  conjectures,  as  to  the  relation  "  between  magnetism  and  the  circulation  of  the  atmo- 
sphere," may  perhaps  throw  some  light  upon  the  answer  to  this  question. 


ON  THE  PROBABLE  RELATION  BETWEEN  MAGNETISM  AND  THE  CIRCULATION  OF  THE 

ATMOSPHERE.* 

The  discoveries  of  Faraday  in  dia-magnetism  are  calculated  to  guide  me,  and  to  illuminate  the  dark- 
ness in  which  many  a  philosopher  has,  no  doubt,  often  found  himself  surrounded,  as  he  has  endeavored  to 
follow  "  the  wind  in  his  circuits"  over  the  trackless  wastes  of  the  ocean. 

Oxygen,  philosophers  now  say,  composes  one-fifth  part  of  the  atmosphere,  and  is  magnetic. 

The  discovery  that  the  oxygen  of  the  atmosphere  is  magnetic,  presents  itself  to  the  mind  as  a  great 
physical  fact,  which  perhaps  is  to  serve  as  the  keystone  for  some  of  the  most  grand  among  the  sublime  and 
beautiful  structures  which  philosophy  is  erecting  for  monuments  to  the  genius  of  the  age. 

The  facts  elicited  from  the  Wind  and  Current  Charts  had,  before  I  was  aware  of  Faraday's  discoveries, 
pomted  me  to  the  work  of  some  agent  whose  oface  in  the  grand  system  of  atmospherical  circulation  was 
neither  understood  nor  recognized. 

In  following  these  facts  to  their  legitimate  conclusions,  and  in  studying  all  the  phenomena  that  these 
Charts  have  successfully  revealed  touching  the  grand  system  of  the  distribution  of  moisture  and  the  circu- 
lation of  the  atmosphere  over  the  surface  of  the  earth,  I  have  often  been  induced  to  suspect  that  some 
other  agent  besides  heat,  and  the  rotation  of  the  earth  on  its  axis,  was  concerned  in  creating  the  currents  of 
the  sea  as  well  as  the  currents  of  the  atmosphere. 

Never  suspecting  the  character  of  this  agent  for  the  atmosphere,  its  foot-prints,  at  least,  have  at  last 
been  detected ;  and  there  is  reason  to  suppose  that  Faraday  has  discovered  its  lurking-place  to  be  in  the 
oxygen  of  the  atmosphere.  Can  there  be  in  the  oxygen  of  the  water,  too,  a  magnetic  force  capable  of  in- 
fluencing the  currents  of  the  sea  ? 

These  Charts  had  enabled  me  to  trace  from  the  belt  of  calms,  near  the  tropic  of  Cancer,  which  extends 
entirely  across  the  seas,  an  efflux  of  air  both  to  the  north  and  to  the  south ;  from  the  south  side  of  this  belt 
the  air  flows  in  a  never-ceasing  breeze,  called  the  N.  E.  trade-winds,  towards  the  equator. 

On  the  north  side  of  it,  the  prevailing  winds  come  from  it  also ;  but  they  go  towards  the  N".  E.  They 
are  the  well-known  southwesterly  winds  which  prevail  along  the  route  from  this  country  to  England,  in  the 
ratio  of  two  to  one. 

Now  these  last-named  winds  are  going  from  a  warmer  to  a  colder  climate ;  and  therefore  it  may  be 


*  See  letter  to  Hon.  Wm.  A.  Oraliani,  January  30,  1851 ;  Appendix,  Washington  Astronomical  Observations,  1846. 


CIKCULATION    OF   TUE    ATMOSl'llKUE.  I'd'J 

supposed  that  nature  exacts  from  tliem  what  we  know  she  exacts  from  the  air  under  similar  circumstances, 
Ibut  on  a  smaller  scale  before  our  eyes,  viz :  more  precipitation  than  evaporation. 

"Where,  then,  does  the  vapor,  which  these  winds  carry  along,  come  from  ?  was  one  of  the  questions 
suggested  by  the  Charts. 

They  afford  grounds  for  the  supposition  that  the  air  of  which  the  N.  E.  trade-winds  are  composed,  and 
which  comes  out  of  the  same  zone  of  calms  as  do  these  southwesterly  winds,  so  far  from  being  saturated 
-with  vapor  at  its  exodus,  is  drj' ;  the  N.  E.  trade-winds  are  for  the  most  part  dry  winds ;  reason  suggests, 
and  philosophy  teaches,  that  going  from  a  lower  to  a  higher  temperature,  the  evaporating  pow'ers  of  these 
winds  are  increased;  that  they  have  to  travel  in  their  oblique  course,  towards  the  equator,  a  distance  of 
nearly  3,000  miles  ;  that,  as  a  general  rule,  they  evaporate  all  the  time,  and  all  the  way,  and  precipitate 
little  or  none  on  their  route;  investigations  have  proven  that  they  are  not  saturated  with  moisture  until 
they  have  arrived  fully  up  to  the  regions  of  equatorial  calms,  a  zone  of  constant  pi-ecipitation. 
This  calm  zone  of  Cancer  boixlers,  also,  it  was  perceived,  upon  a  rainy  region. 

"Where,  then,  does  the  vapor,  which  is  here  on  the  northern  edge  of  this  zone  of  Cancer,  condensed 
into  rains — and  w^here,  also,  does  the  vapor  which  the  rain  winds  that  flow  out  on  the  polar  side  of  this 
zone — where  ? — was  the  oft-repeated  question — does  the  vapor  which  is  condensed  into  rains  for  the  extra- 
tropical  regions  of  the  north,  come  from  ? 

Could  it  be  taken  up  by  the  N.  E.  trade-winds ;  and  could  it  be  the  residuum,  which,  after  supplying 
the  equatorial  calms  with  their  rain,  was  carried  up  in  the  ascending  column  of  air  there,  and  which  resi- 
duum was  brought  back  in  the  upper  regions  of  the  atmosphere  by  the  current  which  we  know  perpetually 
blows  up  there,  counter  to  the  trade-winds:  could  this  be  so? 

"We  know  that  there  is  an  upper  current  of  perpetual  winds  from  the  equatorial  to  the  tropical  calms 
— that  the  volume  of  air  moved  by  these  two  upper  currents,  north  and  south,  to  Cancer  and  to  Capricorn, 
is  equal  to  the  volume  that  is  felt  on  the  surface,  as  the  N.  E.  and  S.  E.  trade-winds. 

I  know  of  no  law  of  nature,  or  rule  of  philosophy,  which  Avould  forbid  the  supposition  that  the  air 
which  has  been  brought  along  as  the  N".  E.  tradc--\rtnds  to  the  equatorial  calms,  should,  after  ascending- 
there,  return  by  the  coiniter  and  upper  currents  to  the  calm  zone  of  Cancer,  here  descend  and  reappear  on 
the  surface  as  the  N.  E.  trade-winds  again.  I  knew  of  no  agent  in  nature  which  yvould  jD'cvcnt  it  from  tak- 
ing this  circuit,  nor  did  I  kno-v\-  of  any  which  would  compel  it  to  take  this  circuit ;  but  -n-hile  I  knew  of  no 
agent  in  nature  that  would  prevent  it  from  taking  this  circuit,  I  knew,  on  the  other  hand,  of  circumstances 
which  rendered  it  probable  that  such  in  general  is  not  the  course  of  atmospherical  circulation — that  it  does 
not  take  this  circuit.  I  speak  of  the  rule,  not  of  the  exceptions ;  these  are  infinite,  and  for  the  most  part 
are  caused  by  the  land. 

And  I  moreover  knew  of  facts  which  greatly  strengthen  the  supposition  that  the  winds  which  have 
come  in  the  upper  regions  of  the  atmosphere  from  the  equator,  do  not,  after  arriving  at  the  calms  of  Can- 
cer, and  descending,  return  to  the  equator  on  the  surface ;  but  that  they  continue  on  the  surface  towards 
the  pole. 


no  THE   WIND   AXD   CURRENT   CHARTS. 

Sucli  are  the  circumstances  wliich  favor  the  conjecture  tliat  the  wincls  which  flow  in  the  upper  regions 
of  the  atmos[)hcre  from  the  equator  to  the  calms  of  Cancer,  do  not,  after  arriving  and  descending  in  the 
midst  of  these  calms,  turu  about,  and  go  back  to  the  equator  with  the  N.  E.  trades.  On  the  contrary,  the 
following  are  the  facts  and  circumstances  which  give  strength  to  the  supposition  that  these  winds  continue 
from  the  calm  belt  of  Cancer  towards  the  pole,  as  the  prevailing  southwesterly  winds  of  the  extra- tropical 
north : —         ■  -  • 

We  have  seen  that,  on  the  north  side  of  this  cahn  zone  of  Cancer,  the  prevailing  winds  on  the  surface 
arc  from  tliis  zone  towards  the  pole  ;  in  other  words,  if  s  represent  the  total  volume  of  atmosphere  which 
blows  on  the  surface  towards  the  north  on  the  polar  side  of  Cancer,  and  ^  the  total  volume  which  moves 
on  the  surface  from  the  pole  towards  the  calms  of  Cancer,  then  s  being  the  rule,  and  (}>  the  exception,  we 
shall  have  ,<;>4>=s'.  Therefore  s'  is  the  quantity  which  must  return  in  the  upper  regions  of  the  atmosphere 
from  the  Arctic  regions  to  the  calm  zone  of  Cancer ;  and  if  we  take  6"  as  the  quantity  whicli  comes  from  the 
equator  in  the  upper  regions  of  the  atmosphere  to  this  same  zone  of  calms,  we  shall  have  the  momentum  of 
&"  equal  to  the  momentum  of  i'  as  intimated  by  nature,  in  the  fact  that  she  has  established,  near  each  tropic, 
a  zone,  or  belt  of  calms. 

The  Cancer  zone  of  calms  in  the  Atlantic  Ocean  is  known  to  American  seamen  as  the  "  Horse  Lati- 
tudes," from  the  circumstance  that  the  vessels  formerly  engaged  in  carrying  horses  from  New  England  to 
the  West  Indies,  found  it  so  difficult  to  cross  this  zone.  They  would  often  be  detained  in  the  calms  for  many 
days ;  during  which  time,  the  large  cargo  of  horses  w'ould  exhaust  the  stock  of  waiter,  become  frantic  with 
thirst,  and,  to  save  a  part,  the  rest  would  have  to  be  thrown  overboard.  Ilence  the  name  of  "  Horse  Lati- 
tudes" to  the  calms  near  the  tropics  of  Cancer,  and  which  I  ha\'e  called  by  the  name  of  that  sign. 

This  is  tlie  place  where  the  upjier  currents  of  air  represented  by  s'  and  b"  meet ;  they  balance  each 
other,  produce  a  calm,  and  descend  to  rcapjiear  as  surface  winds,  one  blowing  to  the  north,  and  the  other 
to  the  south  from  this  calm-belt. 

Now  .s'  could  not  bring  the  vapors  here  Avhich  form  the  rains  that  are  precipitated  between  this  calm 
belt  and  the  polar  regions,  because  s'  has  already  performed  the  circuit  as  a  surface  wind  between  this  zone 
and  those  regions;  because  in  that  circuit,  it  had  been  subjected  to  a  temperature  far  below  zero,  and  had. 
given  out  all  the  moisture  that  a  dew-point  so  very  low  could  extract  from  it;  and  as  it  had  returned  in  the 
upper  regions  of  the  atmosphere,  where  it  encountered  no  tluid  surface  to  replenish  it  with  moisture,  it  had 
no  vapor  on  its  arri\'al  from  tlic  north  at  the  calms  of  Cancer,  to  make  rains  of,  excejit  such  as  it  may  have 
evaporated  from  the  clouds,  formed  in  the  upper  regions  of  the  surface  wind. 

Hence,  if  s'  returned  to  the  north  as  a  surface  Avind  after  descending  in  the  calm  zone  of  Cancer,  it 
would  first  have  to  remain  a  long  time  in  contact  with  the  sea,  in  order  to  be  siipplied  with  vapor  enough 
to  (ill  the  great  rivers,  and  supply  the  rains  for  the  whole  earth  between  us  and  the  north  pole. 

In  this  case,  we  should  have  an  evaporating  region  on  the  north  as  well  as  on  the  south  side  of  this 
zone  of  Cancer;  but  the  Charts- show  no  such  region;  I  speak  exclusively  of  the  ocean. 

Therefore,  I  think  I  perceive  plausibility  in  the  inference  that  s'  does  not  come  out  on  the  north  side 


CIRCULATION   OF   THE   ATMOSPHERE.  141 

of  this  calm  zone  of  Cancer,  but  on  the  soutla  side ;  that  tlicnee  it  takes  the  circuit  of  the  N.  K.  trade-wiiuls, 
in  which  it  is  replenished  with  vapor.  Now,  if  it  ho  admitted  that  such  is  tlio  general  course  of  .s',  it  nnist 
of  necessity  be  admitted  that  a"  probabl}'  reappears  on  the  north  side  of  this  zone,  as  the  prevailing  surface 
wind,  which  precipitates,  on  its  way  to  the  Arctic  regions,  the  residuum  of  the  vapor  which  it  has  taken  up 
in  the  trade-wind  region  and  brought  from  the  equatorial  calms. 

Moreover,  if  these  premises  be  admitted  thus  far,  and  if  it  be  true  that  6"  liavc  the  vapor,  which,  by 
condensation,  is  to  water  with  showers  the  extra-tropical  regions  of  the  uortliern  hemisphere,  uatujv,  we  niav 
be  sure,  has  provided  a  guide  for  conducting  b"  across  this  belt  of  calms,  and  for  sending  it  on  in  the  right 
way.  Here  it  is,  at  this  crossing  of  the  winds,  that  I  thought  I  first  saw  the  foot-prints  of  au  agent  whose 
character  I  could  not  comprehend.     It  was  this  guide  to  s'  and  b". 

Heat  and  cold,  the  early  and  the  latter  rain  arc  not  distributed  over  the  earth  by  chance ;  they  are  dis- 
pensed, no  doubt,  according  to  design,  and  in  obedience  to  laws  that  are  as  certain  and  as  sure  in  their  ope- 
rations as  the  seasons  in  their  rounds. 

If  there  were  really,  in  the  calms  of  Cancer,  a  general  mingling  of  the  atmosphere  which  comes  from 
the  north,  with  that  which  comes  from  the  south — of  the  moist  and  the  dry  air  as  it  descends  here  to  the 
surface  of  the  earth — if  it  depended  upon  chance,  Avhether  the  dry  air  should  come  out  on  this  side,  or  on 
that  of  their  calm  belt;  or  whether  the  moist  air  should  return  Avhencc  it  came  or  not;  if  such  were  the 
case  in  nature,  we  perceive  that,  so  far  from  any  regularity  as  to  seasons,  we  should  have,  or  might  have, 
years  of  droughts  the  most  excessive,  and  tlicn  again  seasons  of  rains  the  most  destructive;  but  so  far  from 
this,  we  find  for  each  place  a  mean  annual  proportion  of  both,  and  that,  too,  so  regulated  withal,  that  year 
after  year  the  quantity'  is  preserved  with  remarkable  regularity. 

Therefore,  seeing  reasons  Avhy  s'  and  h"  should  cross  each  other  in  the  calms  of  Cancer,  and  seeiu"-  no 
reasons  why  they  should  not,  I  was  led  to  the  inference  that  here  probably  is  a  node  in  the  circulation  of  the 
atmosphere,  where  the  wind  from  the  north  meets  the  wind  from  the  south ;  and  that  each,  after  a  pause, 
continues  on  its  course,  and  returns  again  to  complete  his  circuit.  The  fact,  it  appeared  to  me,  was  prob- 
able, but  the  cause  a  mystery ;  for  did  this  crossing  of  currents  not  take  place,  here  would  be  a  barrier  in 
the  atmosphere  ;  and  we,  the  inhabitants  of  the  extra-tropical  regions  of  tlie  north,  would  have  always  to 
breathe  an  atmosphere,  which  circulates,  not  over  all  parts  of  the  earth,  and  in  both  hemispheres,  but  only 
in  the  north,  between  the  calms  of  Cancer  and  the  pole. 

Having  thus  shown  that  there  is  no  reason  for  supposing  that  the  upper  currents  of  air,  when  they 
meet  over  the  calms  of  Cancer  and  Capricorn,  are  turned  back  to  the  equator ;  but  having  shown  that  there 
is  reason  for  supposing  that  the  air  of  each  current,  after  descending,  continues  on  in  tlie  direction  towards 
which  it  was  travelling  before  it  descended ;  we  may  go  farther,  and  by  a  similar  train  of  circumstantial 
evidence,  afforded  by  the  Charts,  and  other  sources  of  information,  show  that  the  air  kept  in  motion  on  the 
surface  by  the  two  systems  of  trade-winds,  when  it  arrives  at  the  belt  of  equatorial  calms,  and  ha^-in"- 
ascended,  continues  on  thence,  each  current  towards  the  jiolc  which  it  was  approaching  while  on  the  surface. 


142  THE   WIND   AND   CURRENT   CUARTS. 

There  is  no  reason  for  supposing  that  the  atmosphere  does  not  pass  freely  from  one  hemisphere  to 
another ;  on  the  contrary,  many  reasons  for  supposing  that  it  does,  present  themselves. 

If  it  did  not — the  proportion  of  land  and  water,  and  consequently  of  plants  and  warm-blooded  animals, 
beino-  so  different  in  the  two  hemispheres — we  might  imagine  that  the  constituents  of  the  atmosphere  in 
them,  would,  in  the  course  of  ages,  probably,  become  different;  and  that,  consequently  in  such  a  case,  man 
could  not  safely  pass  from  one  hemisphere  to  the  other. 

I  considered  the  manifold  beauties  in  the  whole  system  of  terrestrial  adaptations;  T  reflected  what  a 
perfect  and  wonderful  machine  is  this  atmosphere;  how  exquisitely  balanced,  and  beautifully  compensated 
it  is  in  all  its  parts.  Wc  all  know  that  it  is  perfect ;  that  in  the  performance  of  its  manifold  oflBces  it  is 
never  once  left  to  the  guidance  of  chance — no,  not  for  a  moment.  Therefore,  I  was  led  to  ask  myself  why  the 
air  of  the  N.  E.  trades,  when  arrived  at  the  zone  of  equatorial  calms,  should,  after  ascending,  rather  return 
to  the  north  than  to  the  south.     Where  and  what  is  the  principle  upon  which  its  course  is  decided? 

Ilere  ao-ain,  I  found  circumstances  which  induced  me  to  suppose  it  probable,  that  neither  turned  back 
to  the  north,  nor  mingled  with  the  air  which  came  from  the  regions  of  the  S.  E.  trades,  ascended,  and  then 
flowed  indiscriminately  to  the  north  or  the  south. 

But  I  saw  reasons  for  supposing  that  what  came  to  the  equatorial  calms  as  the  N.  E.  trade-winds,  con- 
tinued to  the  south  as  an  upper  current ;  and  that  what  had  come  to  the  same  zone  as  S.  E.  trade-winds, 
ascended  and  continued  over  into  the  northern  hemisphere  as  an  upper  current,  bound  for  the  calm  zone 
of  Cancer. 

And  these  are  the  principal  reasons  upon  which  this  supposition  was  based : — 

At  the  seasons  of  the  year  when  the  sun  is  evaporating  most  rapidly  in  the  southern  hemisphere,  the 
most  rain  is  falling  in  the  northern.  Therefore,  I  supposed  that  much  of  the  vapor  which  is  taken  up  there 
is  precipitated  here. 

The  evaporating  surfixce  in  the  southern  hemisphere  is  greater,  much  greater,  than  that  in  the 
northern;  still,  all  the  great  rivers  are  in  the  northern  hemisphere;  the  Amazon  being  regarded  as  com- 
mon to  both.     And  this,  as  far  as  it  goes,  is  corroborative  of  the  above. 

Independently  of  other  sources  of  information,  the  Charts  taught  me  to  believe  that  the  mean  tempera- 
ture of  the  tropical  regions  was  higher  in  the  northern  than  in  the  southern  hemisphere;  for  they  show 
tliat  tlie  difference  is  such  as  to  draw  the  equatorial  edge  of  the  S.  E.  trades  far  over  on  this  side  of  the 
equator,  and  to  give  them  force  enough  to  keep  the  N.  E.  trade-winds  out  of  the  southern  hemisphere 
almost  entirely. 

Consequently,  as  before  stated,  the  S.  E.  trade-winds  being  in  contact  with  a  more  extended  evaporat- 
inn-  surface,  and  continuing  in  contact  with  it  for  a  longer  time,  or  through  a  greater  distance,  they  would 
probably  arrive  at  the  trade-wind  place  of  meeting,  more  heavily  laden  with  moisture  than  the  others. 

Taking  the  laws  and  rates  of  evaporation  into  consideration,  I  could  find  no  part  of  the  ocean  of  the 
northern  hemisphere  from  which,  according  to  the  indications  of  the  Charts,  the  sources  of  the  Mississippi, 
the  St.  Lawrence,  and  the  other  great  rivers  of  our  hemisphere  could  be  supplied. 


CIKCUIiATION    OF    THE    ATMOSI'IIKKK.  143 

It  appeared  to  me,  therefore,  tliat  the  extra-tropical  regions  of  tlio  nortliern  hemisphere  stood  in  the 
rekition  of  a  condenser  to  a  grand  steam  machine,  the  hoiler  of  which  was  in  the  region  of  the  S.  ]•].  trade- 
winds  ;  and  that  the  trade-winds  of  this  hemisphere  performed  the  hke  office  for  tlic  regions  beyond 
Capricorn. 

The  cahn  zone  of  Capricorn  is  the  duplicate  of  that  of  Cancer,  and  the  winds  flow  from  it  as  they  do 
from  that;  both  north  and  south:  with  this  difierence,  that  on  the  polar  side  of  the  Capricorn  belt,  they 
prevail  from  the  N.  W.  instead  of  the  S.  W. ;  and  on  the  equatorial  side  from  the  S.  E.  instead  of  N.  E. 

Now,  if  it  were  so,  that  the  vapor  of  the  N.  E.  trade-winds  were  condensed  in  the  extra-tropical  regions 
of  the  southern  hemisphere,  the  following  path,  on  account  of  the  effect  of  diurnal  rotation  of  the  earth 
upon  the  course  of  the  winds,  would  represent  the  mean  circuit  of  a  portion  of  the  atmosphere  moving 
according  to  tlie  general  system  of  its  circulation  over  the  Pacific  Ocean,  viz:  coming  down  from  the  north 
as  au  upper  current,  and  appearing  on  the  surface  of  the  earth  in  about  longitude  130°  W.,  and  near  the 
tropic  of  Cancer,  it  would  here  commence  to  blow  the  X.  E.  trade-winds  of  that  region. 

Its  coirrse  would  be  towards  the  equator,  somewhat  iu  the  direction  of  tlie  King's  Mill  group  of 
islands.  Meeting  no  land  iu  this  long  oblique  track  over  the  tepid  waters  of  a  tropical  sea,  it  would, 
somewhere  to  the  east  of  these  islands,  arrive  at  the  belt  of  equatorial  calms,  which  always  divides  the 
N.  E.  from  the  S.  E.  trade-winds. 

Here,  depositing  a  portion  of  its  vapor  as  it  ascends,  it  would  with  the  residuuni  take,  on  account  of 
diurnal  rotation,  a  course  in  the  upper  region  of  the  atmosphere  to  the  S.  E.  as  far  as  the  calms  of  Ca])ri- 
corn.  Ilcre  it  descends  and  continues  on  towards  the  coast  of  South  America,  in  the  same  direction, 
appearing  now  as  the  prevailing  N.  W.  wind  of  the  extra-tropical  regions  of  the  southern  hemisphere. 

Travelling  on  the  surface  from  warmer  to  colder  regions,  it  must,  in  this  part  of  its  circuit,  precipitate 
more  than  it  evaporates. 

Now  it  is  a  coincidence,  at  least^  that  this  is  the  route  b}'  which,  on  account  of  the  laud  in  the  northern 
hemisphere,  the  N.  E.  trade-winds  have  the  fiiii'est  sweep  over  that  ocean.  That  this  is  the  route  by  which 
they  are  longest  in  contact  with  an  evaporating  surface ;  the  route  by  which  all  circumstances  are  most 
favorable  to  complete  saturation ;  and  this  is  the  route  by  which  they  can  pass  over  into  the  southern 
hemisphere,  most  heavily  laden  with  vapors  for  the  extra-tropical  regions  of  that  half  of  the  globe  ;  and 
this  is  the  supposed  route  which  the  N.  E.  trade-winds  of  the  Pacific  take  to  reach  the  equator,  and  to  pass 
from  it. 

Accordingly,  if  this  process  of  reasoning  be  good,  that  portion  of  South  America  between  the  calms  of 
Capricorn  and  Cape  Horn,  upon  the  mountain  ranges  of  which  this  part  of  the  atmosj^here,  whose  circuit  I 
am  considering  as  a  type,  first  impinges,  ought  to  be  a  region  of  copious  precipitation.  I  accordingly 
turned  to  the  hyetography  of  Berghaus  and  Johnson,  and  find  it  stated,  on  the  authority  of  Captain  King, 
that  upwards  of  12*  feet  of  rain  fell  there  in  41  days. 


*  153  inches. 


144  THE  WIND  AND  CURRENT  CHARTS. 

Passing  the  snow-clad  summits  of  the  Andes,  this  same  wind  tumbles  down  upon  the  eastern  slopes 
of  the  range,  and  then  traverses  the  almost  rainless  and  barren  regions  of  Patagonia  and  South  Buenos 
A3'res. 

These  conditions,  the  direction  of  the  prevailing  winds,  and  the  amount  of  precipitation,  wei'e  regarded 
as  evidence  afibrded  by  nature,  if  not  in  favor,  certainly  not  against  the  conjecture  that  such  had  been  the 
voyage  of  this  vapor  through  the  air.  At  any  rate,  here  was  proof  of  the  immense  quantity  of  vapor  which 
these  winds  of  the  extra-tropical  regions  carry  along  with  them  towards  the  poles ;  and  I  could  imagine  no 
other  place  than  that  suggested,  whence  these  winds  could  get  so  much  vapor. 

I  am  not  uuaware  of  the  theory,  or  of  the  weight  attached  to  it,  which  requires  preci])itation  to  take 
place  in  the  upper  regions  of  the  atmosphere  on  account  of  the  cold  there,  irrespective  of  proximity  to 
mountain  tops  and  snow-clad  hills. 

But  the  facts  and  conditions  developed  by  these  Charts  are  in  many  respects  irreconcilable  with  that 
theory.  With  a  new  system  of  facts  before  me,  I  have,  independent  of  all  preconceived  notions  and 
opinions,  set  about  to  seek  among  them  for  explanations  and  reconciliations. 

Arrived  at  this  stage  in  the  process  of  deduction  and  finding  conformity,  the  next  step  was  to  trace 
back  the  vapor  that  supplies  the  sources  of  the  Mississippi  Eiver  and  its  tributaries  with  rain,  to  its  place 
in  the  ocean  Avhence  it  came  (for  that  the  vapor  of  water  is  distributed  over  the  earth  by  the  winds,  and 
uot  by  permeation,  my  researches  abundantly  prove). 

It  rains  more  in  the  valley  drained  by  that  river  than  is  evaporated  from  it  again.  The  difference  for 
a  year  is  the  volume  of  water  annually  discharged  by  that  river  into  the  sea. 

At  the  time  and  place  that  the  vapor  which  supplies  this  immense  volume  of  water  was  lifted  by  the 
atmosphere  up  from  the  sea,  it  was  reasoned  that  the  thermometer  stood  higher  than  it  did  at  the  time  and 
place  where  it  was  condensed  and  fell  down  as  rain  in  the  Mississippi  Valley. 

I  looked  to  the  south  for  the  springs  in  the  sea  which  supply  the  fountains  of  this  river  with  rain. 
But  I  could  not  find  spare  evaporating  surface  enough  for  it  in  the  first  place;  and  if  the  vapor,  I  could 
not  find  the  winds  which  would  convey  it  to  the  right  jjlace. 

The  prevailing  winds  in  the  Caribbean  Sea,  and  southern  parts  of  the  Gulf  of  Mexico,  are  the  N.  E. 
trade-winds.  They  have  their  offices  to  perform  in  the  river  basins  of  ti'opical  America;  and  the  rains 
which  they  may  discharge  into  the  Mississippi  Valley  now  and  then  ure  exceptions,  not  the  rule. 

The  winds  from  the  north  cannot  bring  vapors  from  the  great  lakes  to  make  rains  for  the  Mississippi, 
for  two  reasons;  first,  the  basin  of  the  great  lakes  receives  from  the  atmosphere  more  water  in  the  shape  of 
rain  than  they  give  back  in  the  shape  of  vapor.     The  St.  Lawrence  Eiver  carries  off  the  excess. 

2.  The  mean  climate  of  the  lake  is  colder  than  that  of  the  Mississippi  Valley;  and,  therefore,  as  a 
general  rule,  the  temperature  of  the  Mississippi  Valley  is  unfavorable  for  condensing  vapor  from  that 
quarter. 

It  cannot  come  from  the  Atlantic,  because  the  greater  part  of  the  Mississippi  Valley  is  to  the  wind- 
ward of  the  Atlantic  Ocean.     The  winds  that  blow  across  it  go  to  Europe  with  their  vapors ;  and  in  the 


CIRCULATION    OF   THE    ATMOSPHERE.  145 

Pacific,  from  llic  parallels  of  Califoruia  down  to  the  eijuator,  the  directiou  of  the  wind  at  the  surface  is 
from,  not  toward,  the  basin  of  the  Mississippi.  Therefore,  it  seemed  to  be  established,  with  some  degree  of 
probabilitj — or,  if  that  expression  be  too  strong — with  something  like  apparent  plausibility,  that  the  rain 
winds  of  the  Mississippi  Yaller,  as  the  general  rule,  do  not  get  their  vapors  from  the  North  Atlantic 
Ocean,  nor  from  the  Gulf  of  Mexico,  nor  from  the  great  lakes,  nor  from  that  part  of  the  Pacific  Ocean  over 
which  the  N.  E.  trade-winds  prevail. 

The  same  process  of  reasoning  wdiich  induced  me  to  look  to  the  trade-wind  region  of  the  northern 
hemisphere  for  the  sources  of  the  Patagonian  rains,  induced  me  to  look  to  the  trade-wind  regions  of  the 
South  Pacific  Ocean  for  the  vapor  springs  of  the  Mississippi. 

I  tlierefore  last  summer  addressed  a  circular  letter  to  the  farmers  and  planters  of  the  Mississippi 
Valley,  requesting  to  be  informed  as  to  the  direction  of  the  rain  winds  of  each  locality ;  and  with  the  vicAV 
of  acquiring  some  idea  as  to  the  general  hygrometric  condition  of  the  atmosphere,  I  asked  also  to  be 
informed  as  to  the  kind  and  quality  of  fruits,  and  the  like. 

To  this,  I  have  received  the  following  replies : — 

From  J.  J/.  Janncy,  Warren  Chimti/,  Ohio. 
Lat.  39°  30'  N. ;  Long.  84°  W. 

Winds  from  the  southwest,  with  but  few  exceptions,  bring  rain ;  this  is  the  result  of  eleven  and  a  ludf 
years'  observation. 

Farm  situated  between  the  Miami  Rivers.  There  are  no  mountains  nearer  than  the  Cumberland  and 
Alleghany ;  the  one  lying  in  a  southeast  direction,  and  the  other  east  of  this  locality.  The  nearest  point 
to  these  elevations  is  perhaps  not  short  of  2"25  or  250  miles.  Lake  Erie,  situated  about  100  miles  north- 
sast  of  us,  is  the  nearest  sheet  of  water. 

The  fruits  are  apples,  pears,  cherries,  strawberries,  raspberries,  currants,  gooseberries,  qTiiuces,  and 
peaches.     Grapes  also  thrive  well.     The  products  of  the  soil  are  maize,  wheat,  oats,  flax,  rj-e,  and  potatoes. 

I  may  observe  that  the  cold  south  winds  often  prevail  through  the  winter ;  and  during  the  spring 
oooJ,  rather  piercing  northwest  winds  frequently  assail  us;  during  the  prevalence  of  -which  drought  is 
almost  sure  to  exist.  Snow-storms  generally  come  from  the  southwest,  but  occasionally  we  have  a  heavy 
storm  of  this  kind  from  the  East.  To  me  it  is  obvious  that  the  winds  that  bring  us  rain  sweep  through 
the  great  Mississippi  and  Ohio  valleys  in  their  course  northeast.     [That  is,  they  are  southwest  winds.] 


From  Wm.  J.  Payne,  near  JRushviUe,  RusJi  County,  Indiana. 
Lat.  39°  30'  K ;  Long.  85°  30'  W. 
The  w'inds  are  various ;  the  west  wind  sometimes  brings  most  rain  during  some  years,  but  the  south- 
west winds  are  more  prevalent,  and  bring  rain  the  greatest  number  of  years. 
Fruits  are  peaches,  apples,  pears,  and  cherries. 
Productions — Corn,  wheat,  oats,  rye,  &c. 
19 


146  THE   WIND   AND   CURRENT   CHARTS. 

From  Louis  Ifoore,  CarrolUon,  Mississippi. 
Lat.  33°  30'  K;  Long.  90°  W. 
On   an  average,  the  winds  that  bring  us  rain  are  the  southwest.     Farm  situated  in  a  hilly  district, 
some  150  miles  from  the  sea-coast.     The  most  common  fruits  are  apples,  peaches,  &c.,  and  melons  iu 
abundance.     Agricultural  staples  are  cotton,  corn,  oats,  potatoes,  &c. 


•    ■  ■  From  Turner  Yajiglam,  La  Guardo,  Tennessee. 

Lat.  SG°  30'  N. ;  Long.  86°  30'  W. 
Winds  S.  by  W.  bring  the  most  rain,  and   W.  N.  W.' the  most  storms;  the  latter,  however,  are 
unfrequent  here,  and  very  partial,  owing  perhaps  to  remoteness  from  the  sea. 

Whenever  the  lightning  appears  to  linger  in  the  north  at  eventide,  rain  almost  invariably  follows 
speedily ;  not  so  in  the  south. 

Farm  situated  twenty-five  miles  above  Nashville ;  surface  undulating,  abounding  in  limestone.     Hemp 
and  corn  do  well ;  tobacco,  also ;  wheat  and  cotton  inferior ;  grapes  tolerable. 


From  Thomas  Mcaux,  Amelia  Coimti/,  Yir(jinia. 
Lat.  37°  20'  N.;  Long.  78°  W. 
Point  of  observation  about  thirty  miles  W.  S.  W.  from  Eichraond. 

Prevalent  wind  in  spring,  summer,  and  autumn  from  S.  W.,  rain  falling  in  showers  during  these 
seasons.  Gusts  and  tornadoes,  with  black  clouds,  come  from  N.  W.  in  late  summer ;  protracted  rains  in 
spring  and  foil  come  from  N.  E.  '  i     , 

Prevalent  winds  in  winter  E.  to  W.  northwardly.     Kains  and  snows  in  winter  from  N.  E.     Lowest 
observed  temperature  6°  Fahrenheit,  at  sunrise,  Jan.  '29,  18-14  ;  highest,  97°,  noon,  in  shade,  20  July,  184-i. 
These  observations  made  for  twenty  years. 


From  Willis  Faiccett,  St.  Charles,  Missouri. 
Lat.  39°  K;  Long.  90°  30'  W. 

Wind  from  any  point  of  the  eastern  half  of  the  horizon  will  bring  rain  generally,  after  blowing  twelve 
hours.  It  frequently  happens  that  we  have  winds  iu  a  dry  time  to  blow  much  longer,  even  several  days, 
from  that  direction,  without  rain  ;  but  on  the  wind's  shifting  to  the  opposite  side,  we  are  sure  of  rain.  I 
think  our  rains  during  summer  come  most  frequently  from  the  S.  E.  Wind  from  the  S.  W.  is  generally 
accompanied  by  good  dry  weather.  AVest  and  N.  W.  are  dry.  I  have  noticed  that  thunder  and  lightning 
in  the  north  is  almost  invariably  followed  here  by  storms  of  rain  and  hard  winds  within  twelve  or  twenty- 
four  hours. 

My  farm  is  on  an  alluvial  prairie  plain  (probably  formed  by  the  washings  of  the  Missouri  and  Missis- 
sippi), six  miles  below  St.  Charles. 

The  apple  is  our  main  dependence.     Peaches  also  flourish  finely ;  as  do  plums,  cherries  (except  the 


CIRCULATION-   OK   THE   ATMOSI'HERK.  147 

black),  strawberries,  gooseberries,  wild  and  cultivated.     Wheat  and  corn  are  tlie  principal  productions. 

Timothy  hay  will  soon  be  exported  from  our  ncighborliood  to  a  considerable  extent.     I  cultivate  wheat 
and  corn  almost  exclusively. 


These  answers,  as  far  as  they  go,  show  that  the  S.  W.  winds — the  winds  suggested  by  the  Charts — are, 
except  in  Western  Missouri,  the  rainy  winds.  These  winds,  lilcc  those  between  the  same  parallels  upon 
the  ocean,  are  going  from  a  higher  to  a  coolei-  temperature ;  and  these  Avinds  in  the  Mississippi  Yallej',  not 
being  in  contact  with  the  ocean,  or  with  any  other  evaporating  surface  to  supply  them  with  moisture, 
must  bring  with  them  from  some  sea  or  another,  the  moisture  which  they  deposit. 

Therefore,  though  it  may  be  urged,  inasmuch  as  the  winds  which  brought  the  Patagonia  rains  came 
direct  from  tlic  sea,  tliat  they  therefore  took  up  tlieir  vapors  as  they  came  along ;  yet  it  could  not  be  so 
urged  in  this  case  ;  and  if  these  winds  could  pass  with  their  vapors  from  the  equatorial  calms  through  the 
upper  regions  of  the  atmosphere  to  the  calms  of  Cancer,  and  then  as  surface  winds  into  the  ilississippi 
Valley,  it  was  not  perceived  why  the  Patagonian  rain  winds  should  not  bring  their  moisture  by  a  similar 
route.  These  last  are  from  the  N.  W.,  from  warmer  to  colder  latitudes  ;  therefore,  being  once  charged 
with  vapors,  they  must  precipitate  as  they  go,  and  take  up  less  moisture  than  they  deposit. 

This  was  circumstantial  evidence.  No  foct  had  yet  been  elicited  to  prove  that  the  course  of  atmo- 
spherical circulation  suggested  bj'  mj^  investigations  is  the  actual  course  in  nature.  It  is  a  case  in  which  I 
could  3'et  hope  for  nothing  more  direct  than  such  conclusions  as  might  legitimately  flow  from  circum- 
stantial evidence. 

My  friend  Lieut.  De  Haven  was  about  to  sail  in  command  of  the  American  Expedition  in  search  of 
Sir  John  Franklin.  Infusoria  are  sometimes  found  in  sea-dust,  rain-drops,  hail-stones  or  snow-flakes  ;  and  if 
by  any  chance  it  should  so  turn  out  that  the  locus  of  any  of  the  microscopic  infusoria  which  might  be  found 
descending  with  the  precipitation  of  the  Arctic  regions  should  be  ideutifietl  as  belonging  to  the  regions 
of  the  S.  E,  trade-winds,  we  should  thus  add  somewhat  to  the  strength  of  the  very  slender  clue  by  which 
we  were  seeking  to  enter  into  the  chambers  of  the  wind,  and  to  "  tell  whence  it  cometh,  and  whither  it 
goeth." 

It  is  not  for  man  to  follow  the  "  wind  in  his  circuits ;"  and  all  that  could  be  hoped  was,  after  a  close 
examination  of  all  the  facts  and  circumstances  which  these  Charts  have  placed  within  my  reach,  to  point 
out  that  course  wdiich  seemed  to  be  most  in  accordance  with  them;  and  then,  having  established  a  proba- 
bility or  even  a  possibility  as  to  the  true  course  of  atmospheric  circulation,  to  make  it  known  and  leave  it 
for  future  investigations  to  confirm  or  set  aside. 

It  was  at  this  stage  of  the  matter*  that  my  friend  Baron  von  Gerolt,  the  Prussian  Minister,  had  the 
kindness  to  place  in  my  hand  Ehrenberg's  work,  "  Passat-Staub  und  Blut-Regen." 

Here  I  found  the  clue  which  I  hoped,  almost  again.st  hope,  De  Haven  would  place  in  my  hands. 


*  Sec  my  letter  to  him,  in  another  part  of  this  work ;  also,  paper  read  by  me  before  the  American  Association,  at  its  meeting  in 
Charleston,  March,  1850. 


118  TIIK    WIXI)    AXP    CtTJiKEXT    CHARTS. 

Tliat  celebrated  microscoiDist  reports  that  he  found  South  American  infusoria  in  the  blood-rains,  and 
sea-dust  of  the  Cape  Verde  Islands — Lyons,  Genoa,  and  other  places. 

Thus  confirming,  as  far  as  such  evidence  can,  the  indications  of  the  "  Wind  and  Current  Charts,"  and 
increasing  the  probability  that  the  general  coiirse  of  atmospherical  circulation  is  in  conformity  with  the 
suggestions  of  the  Charts  as  I  had  interpreted  them,  viz :  that  the  trade-winds  of  the  southern  hemisphere, 
after  arriving  at  the  belt  of  equatorial  calms,  ascend  and  continue  in  their  course  towards  the  calms  of 
Cancer  as  an  upper  current  from  the  S.  W.,  and  that,  after  passing  this  zone  of  calms,  they  are  felt  on  the 
surface  as  the  prevailing  S.  W.  winds  of  the  extra-tropical  parts  of  our  hemisijhere ;  and  that  for  the  most 
part  they  bring  their  moisture  with  them  from  the  trade-wind  regions  of  the  opposite  hemisphere. 

Continuing  on  towards  the  north  pole  from  the  S.  "\Y.  they  enter  the  Arctic  regions  on  a  spiral  curve, 
continually  lessening  the  gyrations  until,  whirling  al)Out  in  a  direction  cnnirari/  to  the  hands  of  a  'wateli,  this 
air  ascends  and  commences  its  return  as  an  upper  current  towards  the  calms  of  Cancer. 

It  returns  to  this  zone  from  the  opposite  direction,  N.  E.,  by  which  it  approached  the  pole. 

The  atmosphere  in  tliis  part  of  the  circuit  is  moving  in  the  direction  called  .s'  in  a  previous  part  of  this 
paper. 

Arrived  at  the  calms  of  Cancer,  s'  meets  h"  in  the  upper  regions  of  the  atmosphere. 

They  both  descend — and  the  fact  that  the  barometer  stands  higher  here*  than  npon  any  other  jiarallel, 
shows  that  here  there  is  an  increased  atmospheric  pressure,  caused  in  part  by  accumulation  produced  by  the 
opposing  forces  of  s'  and  h" ;  and  in  part  by  the  downward  currents. 

Having  descended,  s'  is  forced  out  on  the  equatorial  side  of  the  zone,  and  appears  on  the  surface  as 
A — the  N.  E.  trade-winds — and  so  continues  until  it  reaches  the  belt  of  equatorial  calms. 

Here  then  is  precipitation,  an  ascent  of  atmosphere,  and  a  fall  of  the  barometer ;  a  now  becomes  6  or 
an  upper  current  flowing  in  a  S.  E.  direction — i.  e.  from  N.  W.  towards  the  zone  of  the  calms  of  Capricorn. 
Here  it  is  met  by  the  upper  current  from  the  Antarctic  regions,  descends  with  a  rise  in  the  barometer 
again,  and  appears  on  the  polar  side  of  this  zone  of  calms,  as  a' — the  prevailing  N.  W.  surface  Avinds  in  the 
extra-tropical  regions  of  the  southern  hemisphere. 

a'  now  approaches  the  Antarctic  regions  in  a  s/jfraZ,  gyrating  ivith  the  hands  of  a  watch  and  contracting 
its  convolutions  as  it  dra^^•s  nearer  and  nearer  the  pole,  where  theoretically  there  is  another  atmospherical 
node  in  which  a'  ascends  with  a  low  barometer,  and  commences  its  return  towards  the  equator  as  «'  in  the 
upper  regions  of  the  atmosphere. 

The  same  cause — diurnal  rotation — which  made  tlie  a'  on  the  surfiice  to  approach  from  the  N.  W., 
now  operates  to  make  it  return  as  b'  in  the  direction  "\vhenee  it  came. 

Arriving  in  the  upper  regions  at  the  calm  zone  of  Capricorn,  5  meets  b' ;  the  two  descend,  and  &'  con- 
tinues to  flow  towards  the  equator  as  a',  the  S.  E.  trade-wind. 

Arrived  at  the  zone  of  equatorial  calms,  it  ascends,  and  continues  thence  in  the  upper  regions  of  the 


Humboldt. 


CIRC'UriATIOX    OF    THE    ATMOSl'HKKK.  149 

atmosphere  as  s",  uutil  it  reaches  the  cahn  zone  of  Cancer.  Here  it  descends,  and  continues  on  as  the 
S.  W.  passage  winds  of  the  northern  hemisphere,  whose  circuit  has  been  already  described. 

Thus,  at  the  risk  of  repetition  and  of  being  thought  tedious,  I  have  described  tlic  ]irogress  which 
investigations  connected  with  the  Wind  and  Current  Charts  had  enabled  me  to  make  in  the  theory  of  at- 
mospherical circulation;  and  I  have  presented  thattheory  as  far  as  it  had  been  developed  in  in3^own  mind, 
when  I  received  the  London,  Edinburgh,  and  Dublin  Philosophical  Magazine  and  Journal  of  Scicncf,  No.  1, 
vol.  i.  -itli  series,  containing  a  synopsis  of  Dr.  Faraday's  Exjierimcnfcd  Researches  in  Eleclricilg,  2-lth,  25th, 
26th,  and  27th  series;  and  also  the  letter  of  Prof.  Yon  Feilitzsch  on  the  ''Physical  Distinction  of  Mag- 
netic and  Diamagnetic  Bodies." 

This  account,  though  meagre,  is  the  first  account  that  I  have  seen  of  the  Doctor's  discoveries  relative 
to  the  magnetism  of  the  atmosphere. 

A  new  era  in  our  knowledge  of  the  laws,  and  the  agents  concerned  in  the  general  sA'stem  of  atmo- 
spherical circulation,  will  probably  be  dated  from  these  discoveries. 

With  the  accounts  of  them  before  me,  I  feel  somewhat  in  the  condition  of  the  tempest-tossed  mariner 
who  has  been  bufleting  with  the  waves  in  storm,  clouds,  and  darkness,  until  he  feels  himself  almost  bewil- 
dered and  lost  in  the  mist  that  surrounds  him ;  when  suddenly  a  light  appears,  and,  like  the  grateful 
mariner,  I  wished,  before  taking  a  fresh  departure,  to  bring  up  my  reckoning,  and  to  ascertain  how  far  I 
was  out,  in  order  to  show  how  great  was  the  service  rendered  by  the  sympathizing  hand  which  put  forth 
that  light. 

Dr.  Faraday  has  shown  that,  as  the  temperature  of  oxygen  is  raised,  its  paramagnetic  force  diminishes, 
being  resumed  as  the  temperature  falls  again. 

"These  properties  it  carries  into  the  atmosphere,  so  that  the  latter  is,  in  reality,  a  magnetic  medium, 
ever  varying,  from  the  influence  of  natural  circumstances,  in  its  magnetic  power.  If  a  mass  of  air  be 
cooled,  it  becomes  more  paramagnetic ;  if  heated,  it  becomes  less  paramagnetic  (or  diamagnetic),  as  com- 
pared with  the  air  in  a  mean  or  normal  condition."* 

Xow,  is  it  not  more  than  probable  that  here  we  have,  in  the  magnetism  of  the  atmosphere,  that  agent 
which  guides  the  air  from  the  south  through  the  calms  of  Capricorn,  of  the  equator,  and  of  Cancer,  and 
conducts  it  into  the  north;  that  agent  A\-hich  causes  the  atmosphere,  with  its  vapors  and  infusoria,  to  flow 
above  the  clouds  from  one  hemisphere  into  the  other,  and  whose  foot-prints  had  become  so  jialpable  ? 

With  the  lights  which  these  discoveries  cast,  we  see  why  that  air,  which  has  completed  its  circuit  to 
the  whirlf  about  the  Antarctic  I'egions,  should  then,  accordiug  to  the  laws  of  magnetism,  be  repelled  from 
the  south,  and  attracted  by  the  opposite  pole  towards  the  north. 

And  when  the  S.  E.  and  the  X.  E.  trade-winds  meet  in  the  equatorial  calms  of  the  Pacific,  would  not 
these  magnetic  forces  be  sufiicient  to  determine  the  cour.se  of  each  current;  bringing  the  former,  with  its 
vapors  of  the  southern  hemisphere,  over  into  this,  by  the  cour.scs  already  suggested  ? 

This  force  and  the  heat  of  the  sun,  would  propel  it  to  the  north.     The  diurnal  rotation  of  the  earth 


*  Phil.  Mag.  .Tiiil  Journal  of  Science,  4tli  series,  \o.  1,  .T:inu.nr_v,  1851,  pnge  ' 
f   ■'  It  whirleth  .nl^out  continiinlly." — Tiihle, 


150  THE  WIND  AND  CURRENT  CHARTS. 

propels  it  to  the  east;  consequently,  its  course,  first  through  the  upper  regions  of  the  atmosphere,  and  then 
on  the  surfoce  of  the  earth,  after  being  conducted  by  this  newly  discovered  agent  across  the  calms  of  Cancer, 
would  he  from  the  southward  and  westward  to  the  .nortliward  and  eastward. 

These  are  the  winds  which,  on  their  way  to  the  north,  from  the  South  Pacific,  would  pass  over  the 
Mississippi  Valley,  and  they  appear  to  be  the  rain  winds  there.  Whence  then,  if  not  from  the  trade-wind 
regions  of  the  South  Pacific,  can  the  vapors  for  those  rains  come  ? 

Accordino-  to  this  conjecture,  and  not  taking  into  account  any  exceptions  produced  by  the  land  and 
other  circiimstances  upon  the  general  circulation  of  the  atmosphere  over  tlie  ocean,  the  S.  E.  trade-winds 
which  reach  the  shores  of  Brazil  near  the  parallel  of  Rio,  and  which  blow  thence  for  the  most  part  over 
the  land,  should  be  the  winds  which,  in  the  general  course  of  circulation,  would  be  carried  towards  northern 
Africa,  S[iain,  and  the  South  of  Europe. 

They  might  carry  with  them  the  infusoria  of  Ehrenberg,  but,  according  to  his  theory,  they  would  be 
wanting  in  moisture.  Now,  those  portions  of  the  Old  World  are  for  the  most  part  dry  countries,  receiving 
but  a  small  amount  of  precipitation. 

Hence  the  general  rule  :  those  countries  to  the  north  of  the  calms  of  Cancer,  which  have  large  bodies 
of  land  situated  to  the  southward  and  westward  of  them,  in  the  S.  E.  trade-wind  region  of  the  earth,  should 
have  a  scanty  supply  of  rain,  and  vice  versa. 

Now,  the  extra-tropical  part  of  New  Holland  comprises  a  portion  of  land  thus  situated  in  the  southern 
hemisphere.  Tropical  India  is  to  the  northward  and  westward  of  it;  and  tropical  India  is  in  the  N.  E.  trade- 
wind  region,  and  should  give  extra-tropical  New  Holland  a  slender  supply  of  rain.  But  what  modifications 
the  monsoons  of  the  Indian  Ocean  may  make  to  this  rule,  or  wliat  effect  they  may  have  upon  the  rains  in 
New  Holland,  my  investigations  in  that  part  of  the  ocean  have  not  been  carried  far  enough  for  a  decision. 

Takino-  up  the  theory  of  Ampere  wdth  regard  to  the  magnetic  polarity  induced  by  an  electrical  current, 
accordino-  as  it  passes  through  wire  coiled  ivitli  or  coiled  against  the  sun,  and  expanding  it  in  conformity 
with  the  discoveries  of  Earaday,  we  perceive  a  series  of  facts  and  principles  which,  being  applied  to  the 
circulation  of  the  atmosphere,  make  the  conclusions  to  which  the  Charts  have  led  me,  touching  the  continual 
"whirl"  of  the  wind  in  the  Arctic  regions  against,  and  in  the  Antarctic  with  the  hands  of  a  tvatch,  very  signi- 
ficant— much  more  so  than  I  had  supposed  them  to  be. 

In  this  view  of  the  subject,  we  see  light  springing  up  from  various  sources,  by  which  the  shadows  of 
approaching  confirmation  are  clearly  perceived.  One  such  source  of  light  comes  from  the  observations  of 
Quetelet,  at  Brussels,  which  show  that  the  great  electrical  reservoir  of  the  atmosphere  is  in  the  upper 
regions  of  the  air.  It  is  filled  with  positive  electricity,  which  increases  as  the  temperature  diminishes. 
We  have  another  from  the  University  of  Greifswald,  in  Prussia. 

Likening  the  atmosphere  with  its  magnetic  spirals  of  oxygen  to  the  coils  of  a  wire,  and  the  poles  of  the 
earth  to  the  ends  of  the  helix  used  by  Professor  Von  Eeilitzsch,  we  might  almost  fancy  that  he  was  experi- 
menting expressly  with  the  view  of  tin-owing  light  upon  tlic  general  course  of  atmospherical  circulation. 

"  If,"  says  he,  in  his  letter  to  Dr.  Faraday,  "  we  observe  two  such  neighboring  particles  near  the  external 
south  pole,  then  will  the  more  near  repel  a  south  pole  with  the  intensity  s;  the  more  distant  will  turn  to  a 


CIRCULATION   OF   THE   ATMOSPHERE.  151 

lortli  pole  Avith  tlio  intensity  n',  but  in  sueb  a  manner  tbat  n'<^s.  But  outwardly,  these  two  cxeited  niag- 
letisms  act  with  the  difference  of  their  power  s — n' ;  but  this  is  in  one  case  south  ixilai;  conse(pieutly  of  the 
same  kind  as  the  exciting  south  pole.  The  contrary  will  take  place  near  the  north  pole,  so  that  the  dism- 
jaged  mcujnetlsm  distributed  over  the  bar,  becomes  south  2iolar  on  that  lialf  ichieh  is  turned  to  the  suulli  2>ob;  but 
icrrth  polar  on  the  other  half  that  is  turned  to  the  north  pole.  A  substance  where  this  takes  place  is  diauia<juetic, 
it  places  itself  equatorial. 

"When  the  bar  of  a  magnetic  substance  is  so  qualified  that  the  separating  action  of  the  molecules  on 
jach  other  must  be  taken  into  consideration,  then  it  can  become  so  strong,  that  the  molecules  in  the  middle 
jf  the  substance  arc  more  strongly  magnetic  than  towards  the  ends.  If  we  observe  once  more  two  such 
particles  near  the  external  south  pole,  the  south  pole  of  the  nearest  will  tend  to  recede  by  an  inten- 
sity -  from  this  external  south  pole,  but  the  more  distant  will  turn  towards  it  a  north  pole  of  the  intensity 


s 
I 


-,  but  in  such  a  manner  that  ^  <;  -.     Outwardly,  the  two  will  act  with  the  intensity 1^  but  this  is 


north  polar,  therefore  of  a  contrary  nature  to  the  exciting  south  pole.  The  contrary  will  take  place  near 
the  pole,  so  that  the  disengaged  magnetism  distributed  over  the  bar  becomes  north  2iolar  on  the  half  that  is  turned 
to  the  south  pole,  but  soutJi  pmlar  on  that  half  -which  is  turned  towards  the  nortJc  pole.  A  substance  where  this 
takes  place  is  magnetic,  it  places  itself  axial.'^* 

"Applying  the  former  to  the  theory  of  Ampere,  I  was  startled  because  it  has  hitherto  taught  only  that 
currents  which  are  parallel  and  directed  in  the  same  way,  attract;  but  if  they  are  parallel  and  not  directed 
in  the  same  manner,  they  are  repulsive;  therefore,  that  a  current  moving  in  the  direction  of  the  hands  of 
a  watch,  in  a  spiral,  produces  a  south  pole  on  the  entrance  point  in  the  spiral,  but  a  north  pole  on  the 
egression  point.  Hitherto,  only  such  spirals  have  been  constructed,  in  which  the  current  in  every  winding 
shows  an  equal  intensity. 

"  But  I  tried  to  arrange  spirals  of  the  following  kind :  one  of  them  is  constructed  in  such  a  way,  that 
on  two  copper  wires  are  soldered,  to  each  of  them,  fifteen  thin  wires  covered  over  with  silk.  The  first 
winding  backwards  over  the  copper  wire,  i.  e.  the  first  convolution  of  the  helices,  beginning  at  the  end,  and 
proceeding  towards  the  centre,  is  with  all  the  fifteen  wires;  the  second  winding  is  only  wound  with  14 
threads,  Avhilst  the  fifteenth  is  carried  along  the  axis,  &c.;  consequently,  every  convolution  of  the  fifteen 
windings  has  a  thread  less,  and  the  ends  of  all  the  other  threads  have  direction  of  the  axis.  The  ends  of  the 
fifteen  threads  are  soldered  in  the  middle,  and  the  two  thick  wires,  without  touching  each  other,  are  so  bent 
that  they  can  be  suspended  in  the  little  cups  of  the  apparatus  of  Ampiire;  then  a  current  passing  through 
the  spiral,  will  divide  itself  in  such  a  manner  that  it  is  most  strong  on  the  external  ends  of  the  spiral,  but 
decreases  more  and  more  to  the  middle.  If  the  windings  of  the  spiral  took  place  in  the  direction  of  the 
hands  of  a  watch,  then  the  end  of  it,  where  the  current  enters,  will  become  a  south  pole ;  but  a  north  pole, 
kept  parallel  to  the  spiral,  icill  repel  it,  only  the  final  convolution  will  be  attracted,  and  it  represents  the  dis- 
engaged magnetism  of  the  final  surface. 


*  Phil.  Mag.,  Jan.  1851,  p.  58. 


152  THE  WIND  AND  CURRENT  CHARTS. 

"  A  second  spiral  is  wound  like  that  described,  only  with  this  difl'ereuce,  that  the  strongest  convolu- 
tions are  in  the  middle,  and  the  feeblest  near  the  ends.     This  spiral  will  be  attracted  by  the  north  pole  of  a 
magnet  over  the  half  in  which  the  current  moves  at  first,  or  enters,  but  the  other  half  will  be  repulsed  by 
it.     The  third  spiral  has  the  winding  the  same  strength  over  the  whole  extent ;  it  is  indifierent  to  a  magnet 
pole  which  is  not  too  near,  and  only  the  final  convolutions  ai'e  attracted  or  repulsed. 
"  Therefore,  it  is  permitted  to  enlarge  the  theory  of  Ampere  in  tliis  manner : — 
" — If  an  electric  current  passes  through  a  spiral  in  the  direction  of  the  hand  of  a  watch,  and, 
"a  If  the  current  is  more  feeble  in  every  winding  as  it  is  nearer  to  the  centre  of  the  spiral,  then  that 
half  is  attracted  by  a  south  pole  in  which  the  current  enters,  except  the  first  winding. 

"  h  But  if  the  current  is  stronger  in  every  winding  as  it  is  nearer  to  the  centre  of  the  spiral,  then  that 
half  is  repulsed  by  a  south  pole  in  which  the  current  enters,  including  the  first  winding. 

"  The  contrary  will  be  the  case  for  that  half  in  which  the  current  leaves  the  helix,  and  likewise  for  the 
north  pole  of  the  magnet  opposed."* 

Attentively  considering  the  experiments  of  the  Professor  of  Greifswald,  we  may  trace  an  analogy  be- 
tween his  spirals  and  the  spirals  which  the  currents  of  the  wind  in  "  his  circuits"  describe  about  the  earth. 
At  the  south  polar  calms,  the  atmospherical  spiral  is  with  the  hand  of  the  watch,  and,  as  in  the  case  of  a 
spiral,  so  wound  about  its  helix,  the  magnetism  is  south  polar  ;  and  so  mutatis  mutandis  for  the  regions  of 
north  polar  calms. 

May  Ave  not  look,  therefore,  to  find  about  the  north  and  south  magnetic  poles  these  atmospherical 
nodes  or  calm  regions,  which  I  have  theoretically  pointed  out  there?  In  other  words,  are  not  the  magnetic 
poles  of  the  earth  in  those  atmospherical  nodes,  the  two  standing  in  the  relation  of  cause  and  effect,  the  one 
to  the  other? 

And  have  we  not  a  clue  already  placed  in  our  hands,  by  which  the  motion  of  the  circular  storms  of 
the  northern  hemisphere  which  arc  said  to  travel  arjainst,  and  those  of  the  southern  which  are  said  to  travel 
with  the  hands  of  a  watch,  seems  to  be  connected  with  the  like  motion  of  the  wind  of  each  hemisphere  in . 
its  circuit  about  its  pole  ?  and  will  not  this  clue,  when  followed  up,  lead  us  into  the  labyrinths  of  atmo- 
spherical mag-netism  for  the  solution  of  the  mystery  ? 

Indeed,  so  wide  for  speculation  is  the  field  presented  by  these  discoveries,  that  we  may  in  some 
respects  regard  this  great  globe  itself,  with  its  "  cups"  and  spiral  wires  of  air,  earth,  and  water,  as  an  im- 
mense "pile"  and  helix,  which,  being  excited  by  the  natural  batteries  iu  the  sea  and  atmosphere  of  the 
ti-opics,  excites  in  turn  its  oxygen,  and  imparts  to  atmospherical  matter  the  properties  of  magnetism. 

Thus,  though  it  be  not  proved  as  a  mathematical  truth,  that  magnetism  is  the  power  which  guides  the 
storm  from  rio-ht  to  left,  and  from  left  to  right;  which  conducts  the  moist  and  the  dry  air  each  in  its  ap- 
pointed paths;  and  which  regulated  the  "wind  in  his  circuits;"  yet  that  it  is  such  a  power,  is  rendered 
so  very  probable  that  the  onus  is  now  shifted,  and  it  remains  not  to  prove,  but  to  disprove  that  such  is  its 
agency. 


*  I'hil.  Mag.,  Jau.  ISol,  pp.  I'J,  50. 


CLOUDS   AND   THE    EQUATORIAL   CLOUD-KIXG.  153 


OF  CLOUDS  AND  THE  EQUATORIAL  CLOUD-RING.* 

During  the  progress  of  these  investigations,  the  attention  is  frequently  arrested,  by  proof  of  the  ex- 
quisite skill  which  has  been  displayed  in  the  construction  of  the  atmospherical  machiner}-  of  the  Earth  ; 
in  wonder  and  admiration,  we  pause  to  contemplate  its  beautiful  mechanism — its  surprising  jierformancc. 

Among  the  many  striking  features  which  this  system  of  research  presents  for  contemplation,  the 
imagination  dwells  with  peculiar  delight  upon  those  which  are  brought  out  in  tracing  the  offices  which 
are  assigned  to  the  clouds  in  the  terrestrial  economy. 

One  need  not  go  to  sea  to  perceive  the  grand  work  which  the  clouds  perform  in  collecting  moisture 
from  the  crystal  vaults  of  the  sky,  in  sprinkling  it  upon  the  fields,  and  making  the  hills  glad  with 
showers  of  rain.  "Winter  and  summer,  "the  clouds  drop  fiitness  upon  the  earth."'  This  part  of  their 
office  is  obvious  to  all,  and  I  do  not  propose  to  consider  it  now. 

But  the  sailor  at  sea  observes  phenomena,  and  witnesses  operations  in  the  terrestrial  economy,  which 
tell  him  that,  in  the  beautiful  and  exquisite  adjustments  of  the  grand  machinery  of  the  atmosphere,  the 
clouds  have  other  important  offices  to  perform  besides  those  merely  of  dispensing  showers,  of  producing 
the  rains,  and  of  weaving  mantles  of  snow  for  the  protection  of  our  fields  in  winter.  As  important  as  is 
this  office,  the  philosophical  mariner  is  reminded  that  the  clouds  have  other  commandments  to  fulfil, 
which,  thougli  less  obvious,  arc  nut,  therefore,  the  less  benign  or  the  less  worthy  of  his  notice.  He 
beholds  them  at  work  in  moderating  the  extremes  of  heat  and  cold,  and  in  mitigating  climates.  At 
one  time,  they  spread  themselves  out;  they  cover  the  earth  as  with  a  mantle;  they  prevent  radiation 
from  its  crust,  and  keep  it  warm.  At  another  time,  they  interpose  between  it  and  the  sun,  and  screen 
it  from  his  scorching  ra^'s,  to  protect  the  tender  plants  from  his  heat,  the  laud  from  the  drought. 
Having  performed  this  office  for  one  place,  they  are  evaporated  and  given  up  to  the  sunbeam  and  the 
wind  again,  to  be  borne  on  their  wings  away  to  other  places  which  stand  in  need  of  like  offices. 

Familiar  with  clouds  and  sunshine,  the  storm  and  the  calm,  and  all  the  phenomena  which  the 
lightning  and  the  bla.st  j^resent,  the  right-minded  mariner,  as  he  contemplates  "the  cloud  without  rain,"' 
ceases  to  regard  it  as  an  empty  thing;  he  perceives  that  it  performs  many  important  offices;  he  regards 
it  as  a  great  moderator  of  heat  and  cold — as  a  "compensation"  in  the  atmospherical  mechanism  which 
makes  the  jierformance  of  the  grand  machine  perfect.  Bound  in  his  ship  hence  to  the  southern 
hemisphere,  he  enters  the  regions  of  the  N.  E.  trades,  and  finds  the  sky  sometimes  mottled  with  clouds, 
but  for  the  most  part  clear.  Continuing  his  course  towards  the  line,  he  finds  his  thermometer  to  rise 
higher  and  higher  as  he  approaches  the  equator,  until,  entering  the  region  of  equatorial  calms  and  rains, 
he  feels  the  weather  to  become  singularly  oppressive;  he  discovers  here  that  the  elasticity  of  feeling 
which  he  breathed  from  the  trade-wind  air,  has  forsaken  him. 


*  Re.ad  before  the  American  Association,  at  its  meeting  in  Albany,  New  Yorli,  August,  18.31. 
20 


15-i  THE  WIND  AND  CURRENT  CHARTS. 

Escaping  from  this  gloomy  region,  and  entering  the  S.  E.  trades,  his  spirits  revive,  and  he  turns  to 
his  log-book  to  see  what  changes  are  recorded  there.  lie  is  surprised  to  find  that,  notwithstanding  the 
oppressive  weather  of  the  rainy  latitudes,  both  his  thermometer  and  barometer  stood,  while  in  them, 
lower  than  in  the  clear  weather  on  either  side  of  them;  that  just  before  entering  and  just  before  leaving 
the  rainv  parallels,  the  mercury  of  the  thermometer  and  barometer  invariably  stands  higher  than  it 
docs  when  within  them,  even  though  they  include  the  equator.  He  has  passed  a  ring  of  clouds  that 
encircles  the  earth. 

Perceiving  this,  he  is  reminded  how  this  cloud-ring,  by  screening  these  parallels  from  the  sun's  rays, 
not  only  promotes  the  precipitation  which  takes  place  within  them  at  certain  periods,  but  how,  also,  the 
rains  are  made  to  cliange  the  places  upon  which  they  are  to  fall;  and  how,  by  travelling  with  the  calm 
belt  of  the  equator  up  and  down  the  earth,  this  cloud-ring  shifts  the  surface  from  which  the  heating 
rays  of  the  sun  are  excluded ;  and  how,  by  this  operation,  tone  is  given  to  the  atmospherical  circulation 
of  the  world. 

In  the  ransacking  of  garrets  and  old  sea-chests,  to  which  these  researches  have  given  rise,  for  log- 
books, one  of  rare  value,  kept  by  a  brother  officer  many  years  ago,  has  turned  up.  It  is  the  journal  of 
the  late  Commander  Arthur  Sinclair,  kept  on  board  the  United  States  frigate  Congress  during  a  cruise 
to  South  America,  in  1817-18.  The  picture  which  he  has  drawn  of  the  weather  under  this  equatorial 
cloud-ring,  is  singularly  graphic  and  striking.  He  encountered  this  cloud-ring  in  the  month  of  January, 
1818,  between  the  parallel  of  4°  N.  and  the  equator,  and  from  the  longitude  of  19°  and  23°  W.  He 
says  of  it: — 

"This  is  certainly  one  of  the  most  unpleasant  regions  in  our  globe.  A  dense,  close  atmosphere, 
except  for  a  few  hours  after  a  thunderstorm,  during  which  time  torrents  of  rain  fall,  when  the  air  becomes 
a  little  refreshed ;  but  a  hot,  glowing  sun  soon  heats  it  again,  and  but  for  your  awnings,  and  the  little 
air  put  in  circulation  by  the  continual  dapping  of  the  ship's  sails,  it  would  be  almost  insufferable.  No 
person,  who  has  not  crossed  this  region,  can  form  an  adequate  idea  of  its  unpleasant  effects.  You  feel  a 
degree  of  lassitude  unconquerable,  which  not  even  the  sea-bathing,  which  everywhere  else  proves  so 
salutary  and  renovating,  can  dispel.  Except  when  in  actual  danger  of  shipAvreck,  I  never  spent  twelve 
more  disagreeable  days  in  the  professional  part  of  my  life,  than  in  these  calm  latitudes. 

"I  crossed  the  line  on  the  17th  of  January,  at  8  A.  M.,  in  longitude  21°  20',  and  soon  found  I  had 
surmounted  all  the  difficulties  consequent  to  that  event;  that  the  breeze  continued  to  freshen  and  draw 
round  to  S.  S.  E.,  bringing  with  it  a  clear  sky  and  most  heavenly  temperature,  renovating  and  refreshing 
beyond  description.  Nothing  was  now  to  be  seen  but  cheerful  countenances,  exchanged  as  by  enchant- 
ment, from  that  sleepy  sluggishness  wliich  had  borne  us  all  down  for  the  last  two  weeks." 

In  a  clear  day  at  the  equator,  this  cloud-ring  having  slid  to  the  north  or  south  witii  the  calm  belt,  the 
rays  of  the  sun  pour  down  upon  the  crust  of  the  earth  and  raise  its  temperature  to  a  scorching  heat.  The 
atmosphere  dances  above  it,  and  the  air  is  seen  trembling  in  ascending  and  descending  columns  with  busy 
eagerness  to  conduct  the  heat  off,  and  deliver  it  to  the  regions  aloft,  where  it  is  required  to  give  momentum 


1 


CLOUDS   AND   TIIK   EQUATOKIAD    CLOL'D-IUN'G.  155 

ifco  tlie  air  in  its  general  cliannels  of  circulation.  Tlic  dry  season  conlinucs;  the  sun  is  vertic^al ;  and  finally 
the  earth  becomes  parched  and  dry;  the  heat  accumulates  faster  than  the  air  can  carry  it  away;  the  ]ilants 
betfin  to  wither,  and  the  animals  to  perish.  Thcjn  comes  the  mitigating  cloud-ring.  'J'hc  burning  rays  of 
the  sun  are  intercepted  b}^  it.  The  jtlace  for  the  absorption  and  reflection,  and  the  delivery  to  the  atmo- 
sphere of  the  solar  heat  is  changed;  it  is  transferred  from  the  upper  surface  of  the  earth  to  the  upper  sur- 
face of  the  clouds. 

Eadiation  from  the  land  and  the  sea  below  the  cloud-belt  is  thus  interruiited,  and  the  excess  of  heat  in 
ithe  earth  is  delivered  to  the  air,  and  by  absorption  carrieil  up  to  the  clouds,  and  there  delivered  to  their 
vapors  to  prevent  excess  of  precipitation. 

In  the  mean  time,  the  trade-winds  north  and  south  are  pouring  into  this  cloud-covered  receiver,  as  the 
calm  and  rain-belt  of  the  equator  may  be  called,  fresh  supplies  in  the  shape  of  ceaseless  volumes  of  heated 
;air  loaded  to  saturation  with  vapor,  which  has  to  rise  above  and  get  clear  of  the  clouds  before  it  can  com- 
mence the  process  of  cooling  by  radiation.  In  the  mean  time,  also,  the  vapors  which  the  trade-winds  bring 
from  the  north  and  the  south,  expanding  and  growing  cooler  as  they  ascend,  are  being  condensed  on  the 
lower  side  of  the  cloud  stratum,  and  their  latent  heat  is  set  free,  to  check  precipitation  and  prevent  a  flood. 

While  this  process  and  these  operations  are  going  on  on  the  other  side  of  the  cluud-ring,  one  not  less 
important  is  going  on  on  the  upper  side.  There,  from  sunrise  to  sunset,  the  rays  of  the  sun  are  pouring 
down  without  intermission.  Every  day,  and  all  day  long,  they  operate  with  ceaseless  activity  upon  the 
upper  surface  of  the  cloud  stratum.  When  they  become  too  powerful,  and  convey  more  heat  to  the  cloud 
vapors  than  the  cloud  vapors  can  reflect  and  give  off  to  the  air  above  them;  then,  with  a  beautiful  clas 
ticity  of  character,  the  clouds  absorb  the  surplus  heat.  They  melt  away,  become  invisible,  and  retain,  in  a 
latent  and  harmless  state,  until  it  is  wanted  at  some  other  jilace  and  on  some  other  occasion,  the  heat  thus 
imparted. 

We  thus  have  an  insight  into  tlie  operations  which  arc  going  on  in  the  equatorial  belt  of  precipitation, 
and  this  insight  is  sufficient  to  enable  us  to  perceive  that  exquisite  indeed  are  the  arrangements  which  Na- 
ture has  provided  for  supplying  this  calm-belt  with  heat,  and  for  pushing  the  snow-line  there,  high  up  above 
the  clouds,  in  order  that  the  atmosphere  may  have  room  to  expand,  to  rise  up,  o^'erflow,  and  course  back 
into  the  channels  of  its  circulation.  As  the  vapor  is  condensed  and  formed  into  drops  of  rain,  a  twofold 
object  is  accomplished — coming  from  the  cooler  regions  of  the  clouds,  the  rain  drops  are  cooler  than  the 
air  and  earth  below.  They  descend,  and  fiy  absorption  take  up  the  heat  which  has  been  accumulating  in 
the  earth's  crust  daring  the  dry  season,  and  which  cannot  now  escape  by  radiation.  Thus  this  cloud-ring 
modifies  the  climate  of  all  places  beneath  it;  overshadowing  at  diflerent  seasons  all  parallels  from  5°  S.  to 
15°  N.  .  -       . 

In  the  process  of  condensation,  these  rain  drops  on  the  otlier  hand  have  set  free  a  vast  quantity  of 
latent  heat,  which  has  been  gathered  up  with  the  vapor  from  the  sea  by  the  trade-winds  and  brought 
hither.  The  caloric  thus  liberated  is  taken  by  the  air  and  carried  up  aloft  still  farther  to  kee}i,  at  the 
proper  distance  from  the  earth,  the  line  of  perpetual  congelation.     Were  it  possible  to  trace  a  thermal 


loG  THE   AVINI)   AND   CURKKXT   CIIAliTS. 


i 


curve  in  the  upper  regions  of  the  air  to  represent  this  line,  we  should  no  doubt  find  it  mounting  sometimes 
at  the  equator,  sometimes  on  this  side,  and  sometimes  on  that,  of  it ;  but  always  so  mounting  as  to  overleap 
this  cloud-ring.  This  thermal  line  would  not  ascend  always  over  the  same  parallels,  it  would  ascend  over 
those  between  which  this  ring  happens  to  be ;  and  the  distance  of  this  ring  from  the  equator  is  regulated 
according  to  the  seasons. 

If  we  imagine  the  atmospherical  eijuator  to  be  always  where  the  calm-belt  is  which  separates  the  X. 
E.  from  the  S.  E.  trade-winds,  then  the  loop  in  the  thermal  curve,  which  should  represent  the  line  of  per- 
petual congelation  in  the  air,  would  be  always  found  to  stride  this  equator;  and  it  may  be  supposed  that  a 
thermometer,  kejit  sliding  on  the  surface  of  the  earth  so  as  always  to  be  in  the  middle  of  this  rain-belt, 
would  show  very  nearly  the  same  temperature  all  the  year  round ;  and  so  too  would  a  barometer,  the  same 
pressure. 

Returning  and  taking  up  the  train  of  contemplation  as  to  the  office  which  this  belt  of  clouds,  as  it 
encircles  the  earth,  performs  in  the  system  of  cosmical  arrangements,  we  may  see  that  the  cloud-ring  and; 
calm  zone  which  it  overshadows  perform  the  ofiice  both  of  ventrical  and  auricle  in  the  immense  atmo- 
spherical heart,  where  the  heat  and  the  forces  wliich  give  vitality  and  power  to  the  system  are  brought 
into  play — where  d^mamacal  strength  is  gathered,  and  an  impulse  given  to  the  air,  sufficient  to  send  it 
thence  through  its  long  and  tortuous  channels  of  circulation. 

Thus  this  ring,  or  band,  or  belt  of  clouds,  is  stretched  around  our  planet  to  regulate  the  quantity  of 
precipitation  in  the  rain-belt  beneath  it ;  to  preserve  the  due  quantum  of  heat  on  the  face  of  the  earth ;  to 
adjust  the  winds;  and  send  out  for  distribution  to  the  four  corners,  vapors  in  proper  quantities  to  make  up 
to  each  river  basin,  climate,  and  season  its  due  quota  of  sunshine,  cluud,  and  moisture.  Like  the  balance- 
wheel  of  a  well-constructed  chronometer,  this  cloud-ring  affords  the  grand  atmospherical  machine  the  most 
exquisitely  arranged  self-conrpcnsation.  If  the  sun  fail  in  his  supply  of  heat  to  this  region,  more  of  its 
vapors  are  condensed,  and  heat  is  discharged  from  its  latent  storehouses  in  quantities  just  sufficient  to 
keep  the  machine  in  the  most  perfect  compensation.  If,  on  the  other  hand,  too  much  heat  be  found  to 
accompany  the  ]'a3's  of  the  sun  as  they  impinge  upon  the  upper  circumference  of  this  belt,  then  again  on 
that  side  are  the  means  of  self-compensation  ready  at  hand — so  much  of  the  cloud  surface  as  may  be 
requisite  is  then  resolved  into  invisible  vapor,  in  the  vessels  whereof  surplus  heat  from  the  sun  is  stored 
away  and  held  in  the  latent  state  until  it  is  called  for;  when  instantly  it  is  set  free  and  becomes  a  visible 
and  active  agent  in  the  grand  design. 

That  the  tliermometer  stands  lower  beneath  this  cloud-belt  than  it  docs  on  either  side  of  it,  has  not 
been  shown;  or  if  shown,  it  has  not  yet  been  made  to  appear  by  actual  observation,  so  far  as  my  researches 
are  concerned ;  for  the  observations  in  my  possession  have  not  yet  been  discussed  concerning  the  tempe- 
rature of  the  air.  But  that  the  temperature  of  the  air  at  the  surfoce  under  this  cloud-ring  is  lower,  is  a 
theoretical  deduction  as  susceptible  of  demonstration  as  is  the  rotation  of  the  earth  on  its  axis.  It  is  a 
well-known  fact.  Indeed,  nature  herself  has  hung  a  thermometer  under  this  cloud-belt,  that  is  more 
perfect  than  any  that  man  ran  con.struct,  and  its  indications  are  not  to  be  mistaken. 


CLOUDS   AND   THE   EQUATOKIAL   CLori)-KING.  157 

Where  do  the  vapors  whicli  form  this  cloud-ring,  and  which  are  here  condensed  and  poured  down  into 
the  sea  as  rain,  come  from?  Tliey  come  from  the  trade-wind  regions;  under  the  cloud-ring  they  rise  up; 
as  they  rise  up,  they  expand ;  and  as  they  expand,  they  grow  cool ;  moreover,  it  requires  no  mercurial 
instrument  of  human  device  to  satisfy  us  that  the  air  which  brings  the  vapor  ibr  these  clouds,  cannot  take 
it  up  and  let  it  down  at  the  same  temperature.  Precipitation  and  evaporation  are  the  converse  of  each 
other;  and  the  same  air  cannot  precipitate  and  evaporate,  take  up  and  let  down  water  at  one  and  the  same 
temperature.  As  the  temperature  of  the  air  is  raised,  its  capacity  for  receiving  and  retaining  water  in  the 
state  of  vapor  is  increased ;  as  the  temperature  of  the  air  is  lessened,  its  capacity  for  retaining  that  moist- 
ure is  diminished.  These  are  phj'sical  laws ;  and,  therefore,  when  we  see  water  dripping  down  from  tlie 
atmosphere,  we  need  no  instrument  to  tell  us  that  the  elasticity  of  the  vapor  so  condensed,  and  falling  in 
drops,  is  less  than  v.-as  its  elasticity  when  it  was  taken  up  from  the  surface  of  the  ocean  as  water,  and 
went  up  into  the  clouds  as  vapor. 

Hence  we  infer,  that  ^lien  the  vapors  of  sea-water  are  condensed,  the  heat  vdiich  was  necessary  to 
sustain  them  in  the  vapor  state,  and  which  -was  borro^^'ed  from  the  ocean,  is  parted  with ;  and  that,  there- 
fore, they  were  subjected  in  the  act  of  condensation  to  a  lower  temperature  than  they  were  in  the  act  of 
evaporation.  This  is  wdiat  is  going  on  ;  ceaseless  precipitation  under  this  cloud-ring.  Evaporation  under 
it  is  suspended  almost  entirely  the  year  round.  It  is  formed  by  the  meeting  of  the  N.  E.  and  S.  E.  trade- 
winds.  The  vapor  and  the  air  which  they  bring  with  them  here  ascend;  as  they  ascend,  they  expand ; 
as  they  expand,  their  temperature  falls.  Hence,  w^e  have  first  a  cloud  and  then  precipitation.  We  know 
that  the  trade-winds  encircle  the  earth ;  that  they  blow  perpetually ;  that  they  come  from  the  north  and  the 
south,  and  meet  each  other  near  the  equator;  therefore,  that  this  line  of  meeting  extends  around  the  world; 
that  in  it,  the  air  which  the  trade-winds  bring  ascends;  and  that  in  this  ascent  clouds  arc  formed.  By  the 
rainy  seasons  of  the  torrid  zone,  we  can  trace  this  cload-ring  stretched  like  a  girdle  round  about  the 
earth. 

In  view  of  these  facts  and  of  these  laws,  it  is  useless  to  consult  the  thermometer  merely  to  learn 
whether  the  atmosphere  under  this  cloud-ring  be  warmer  or  cooler  than  that  on  cither  side  of  it.  Our 
knowledge  of  the  laws  of  nature  tells  us  that  it  is  cooler. 

In  like  manner,  nature  has  placed  a  thermometer  on  the  surface  of  the  land  and  of  the  water,  which 
tells  us  that  the  mean  temperature  of  the  top  of  the  earth's  crust,  whether  it  be  land  or  water,  is  higher 
than  the  mean  temperature  of  the  superincumbent  air;  and  so  far  as  the  researches  connected  with  these 
Charts  have  gone,  and  bear  upon  the  subject,  they  indicate  that  it  is  so.  Philosophers  had  already  pointed 
to  it  as  a  probability,  and  suggested  it  as  a  truth. 

Where  the  atmosphere  meets  the  land  and  water,  there  is  the  greatest  amount  of  heat  on  the  earth's 
surface.  At  this  place  of  meeting,  the  thermometer  in  eveiy'  latitude  attains  its  maximum.  If  we  descend 
below  this  place  into  the  ocean,  or  rise  above  it  into  the  air,  the  mercury  in  the  thermometer  is  observed 
to  fall. 

The  heating  rays  of  the  sun,  as  they  pa.ss  through  the  atmosphere,  impart  little  or  none  of  their 


158  THE  WIND  AND  CURRENT  CHARTS. 

warmth  to  it.  They  must  first  strike  the  earth  itself;  the  caloric  is  then  absorbed  or  reflected  by  the  solid 
and  fluid  parts  of  its  crust,  and  given  to  the  air.  The  land  and  the  water  receive  the  heat  from  the  sun, 
and  impart  it  to  the  atmosphere — more  subtle  than  they,  it  is  also  more  mobile  and  expansible.  The 
moment  that  that  stratum  or  layer  of  the  atmospherical  coating  which  envelops  the  earth,  and  which  hap- 
pens to  be  nearest  to  its  crust,  receives  from  it  the  least  accession  of  heat,  that  moment  it  expands,  becomes 
lighter,  and  flies  off  with  it  to  the  azure  vault  above.  It  thus  gives  place  to  a  cooler  layer,  which  in  tura 
receives  from  the  surface-crust  fresh  supplies  of  heat  like  the  other,  and  conveys  it  away  to  the  clouds. 
Thus,  while  the  sun  is  heating  both  the  land  and  the  water,  the  atmosphere  is  receiving  heat  from  them. 
The  sun  heats  them;  and  they,  the  air.  But  the  laud  and  the  sea  do  not  give  to  the  atmosphere  all  the 
heat  they  receive  from  the  sun.  They  radiate  off  into  space  a  considerable  portion  of  it.  Ilence,  we  are 
entitled  to  infer  that  the  mean  temperature  of  the  upper  stratum  of  earth  and  water,  generally,  is  higher 
than  the  mean  temperature  of  the  lower  stratum  of  the  air. 

For  particular  localities  and  seasons  there  may  be  exceptions  to  this  rule,  as  during  the  long  nights 
of  the  polar  winter,  when  that  portion  of  the  earth  receives  no  heat  from  the  sun's  rays,  and  radiates 
profusely. 

The  Ferro  Islands,  and  places  similarly  situated,  may  also  form  exceptions  to  the  lule.  These  islands 
are  surrounded  liy  the  warm  waters  of  the  Gulf  Stream,  and  though  standing_in  latitude  62°  N.,  the  ponds 
there  are  said  to  remain  unfrozen  all  the  winter.  These  islands  probably  receive  more  caloric  by  con- 
duction from  the  air  than  by  absorption  from  the  sun's  rays,  and  the  air  which  supplies  them  with  warmth 
derives  it  from  the  waters  which  have  been  heated  in  the  inter-tropical  regions  of  the  Atlantic. 

The  belt  of  equatorial  calms  and  rains  encircles  the  earth;  were  the  clouds  which  overhang  this  belt 
luminous,  and  could  they  be  seen  by  an  observer  from  one  of  the  planets,  they  would  present  to  him  an 
apjiearance  not  uidike  the  rings  of  Saturn  do  to  us.  Such  an  observer  would  remark  that  this  cloud-ring  of 
the  earth  has  a  motion  contrary  to  that  of  the  axis  of  our  planet  itself — that  while  the  earth  was  revolving 
rapidly  from  west  to  east,  he  would  observe  the  cloud-ring  to  go  slowly,  l)Ut  only  relatively,  fi'om  east  to 
west.  As  the  winds  which  bring  the  cloud  vapor  to  this  region  of  calms  rise  up  with  it,  the  earth  is 
slipping  from  under  it;  and  thus  the  cloud-ring,  though  really  moving  from  west  to  east  with  the  earth, 
goes  relatively  slower  than  the  earth;  aud  would,  therefore,  appear  to  require  a  longer  time  to  complete  a 
revolution. 

But  unlike  the  rings  of  Saturn  through  the  telescope,  the  outer  surface  or  the  upper  side  to  us,  of  this 
cloud-ring,  would  appear  exceedingly  jagged,  I'ough,  and  uneven. 

The  rays  of  the  sun  playing  upon  this  peak,  and  then  upon  that,  of  the  upper  cloud-surfoce,  melt 
away  one  set  of  elevations,  and  create  another  set  (if  depressions.  The  whole  stratum  is,  it  may  be  im- 
agincil,  in  the  most  turgid  state;  it  is  in  continued  throes  when  viewed  from  above;  the  heat  which  is 
liberated  from  below  in  the  process  of  condensation,  the  currents  of  warm  air  ascending  from  the  earth,  and 
of  cool  descending  from  the  sky,  all,  we  may  well  conceive,  tend  to  keep  the  upper  cloud-surface  in  a 
perpetual  state  of  agitati(in,  upheaval,  and  depression.  ■ 


THE    RED   SEA   CUKRENTS.  151) 

Imagine  in  such  a  cloud  stratum  an  electrical  discharge  to  take  place;  the  report  being  caught  up  by 
the  cloud-ridges  above,  is  passed  from  peak  to  peak,  and  repeated  from  valley  to  valley,  until  the  last  ccIh) 
dies  away  in  the  mutterings  of  the  distant  thander.  Uow  often  do  we  hear  the  voice  of  the  lon<l  thunder 
rumbling  and  rolling  away  above  the  cloud  surface,  like  the  echo  of  artillery  discharged  among  the  hills. 

Ilence  we  pei'ceive  or  infer  that  the  clouds  intercept  the  progress  of  sound  as  well  as  of  light  and 
heat  through  the  atmosphere,  and  that  this  upper  surface  is  often  like  Alpine  regions. 

It  is  by  trains  of  reasoning  like  this,  that  we  are  continiially  reminded  of  the  interest  which  attaches 
to  the  observations  which  the  mariner  is  called  on  to  make.  There  is  no  expression  uttered  by  nature 
which  is  unworthy  of  our  most  attentive  consideration ;  and  mariners  by  registering  in  their  logs  the  kind 
of  lightning,  whether  sheet,  forked,  or  streaked ;  and  the  kind  of  thunder,  whether  rolling,  muttering,  or 
sharp,  may  be  furnishing  facts  wdiich  will  throw  much  light  on  the  features  and  character  of  the  clouds  in 
different  latitudes  and  seasons. 

As  an  illustration  of  the  value  and  interest  attached  to  the  observations  upon  "little  things,"  so  called, 
I  extract  from  the  abstract  log  of  a  very  close  observer,  who  is  co-ojoerating  with  me  in  the  collection  of 
materials  for  these  Charts:  "In  all  my  observations,"  Avrites  this  excellent  and  indefatigable  seaman,  in  his 
absti'act  log  kept  for  this  office — "in  all  my  observations  ou  the  tints  of  ti'opical  flowers,  I  have  found 
that  yellow  predominates." 

No  physical  fact  is  too  bald  for  observation;  physical  facts  are  the  language  of  nature,  and  every 
jxpression  uttered  by  her  is  worthy  of  our  most  attentive  consideration.  And  the  remark  by  this  observ- 
int  sailor  about  the  predominance  of  yellow  in  tropical  flowers,  would,  as  a  truism,  be  regarded  with  a  high 
iegree  of  iirterest  both  by  the  botanist  and  chemist. 


MORE  ABOUT  THE  RED  SEA  CURRENTS. 

The  remarks  which  I  submitted  to  the  American  Association  at  its  meeting  in  Charleston,  page  112, 
and  which,  since  the  commencement  of  these  investigations,  have  been  made  from  time  to  time  concerning 
the  currents  of  the  Red  Sea,  Avere  based  rapon  the  suggestions  derived  from  studying  the  operations  of 
those  agents  which  nature  employs  to  keep  up  the  oceanic  circulation.  Those  remarks  were  based  on 
theoretical  deductions  elaborated  out  of  the  fact,  that  there  is  a  surface  current  knoAvn  to  be  setting  through 
the  Straits  of  Babelmandeb  into  the  Red  Sea.     Other  observations,  I  had  none. 

I  have  attempted  on  divers  occasions  to  show  theoretically,  how  the  surface  of  the  Red  Sea  must,  in 
consequence  of  evaporations,  be  higher  at  the  Straits  of  Babelmandeb  than  at  the  Isthmus  of  Suez ;  how  it 
presents  an  inclined  plane  to  the  northwest;  how  the  water  in  this  sea,  after  it  has  supplied  the  demands 
for  vapor  (which  is  fresh,  not  salt),  is  Salter,  and,  therefore,  heavier  than  that  which  is  just  entering  to  meet 
those  demands;  and  how,  therefore,  the  heavier  and  salter  water  must  escape  as  an  undercurrent  through 
the  Straits  of  Babelmandeb  into  the  open  ocean. 

I  have  recently  received  the  ninth  volume  of  the  Transactions  of  the  Bombay  Geographical  Society, 


160 


THE  WIND  AND  CURRENT  CHARTS. 


from  May,  1819,  to  August,  1850.  From  it,  I  learn  tliat  the  excellent  Society  of  which  it  is  the  organ,  has 
especially  included  in  its  field  of  researches,  "the  determination  of  the  saltness  of  the  ocean,  and  of  the 
arms  and  gulfs  of  the  sea." 

At  p.  38,  et  seq.  of  that  vol.  is  a  paper  by  Dr.  Buist,  on  the  "  Saltness  of  the  Eed  Sea."  That  paper 
fully  sustains  the  position  which  has  already  been  advanced  during  these  investigations.  It  contains  so 
much  that  is  valuable  upon  the  subject,  being  for  the  most  part  the  result  of  actual  observation,  that  I  take 
the  liberty  of  extracting  quite  freely  from  it. 

"  Mr.  Morris,  Chief  Engineer  of  the  Ajdaha,  had  some  time  ago  taken  the  more  certain  method  of 
filling  a  succession  of  bottles  full  of  water  all  the  way  from  Suez  to  Bombay ;  and  these  having  been  placed 
in  the  hands  of  Dr.  Giraud,  whose  assistance,  valuable  at  all  times,  became  doubly  valuable  from  the  prompt- 
itude, cheerfulness,  and  alacrity  with  which  it  was  rendered,  had  found  the  following  to  be  the  results. 
They  were  unexpected,  but  there  was  no  reason  to  doubt  their  accuracy : — 

LATITUllE.       LONGITUDE.       SrECIFIC  GEAVITV.      SALINE  CONTENTS. 


o 

o 

1000  parts 

No.  1. 

Sea  at  Suez 

— 

— 

1027 

41.0 

No.  2. 

Gulf  of  Suez 

27.19 

33.11 

1026 

40.0 

No.  3. 

Eed  Sea 

21.29 

36. 

1024 

39.2 

No.  4. 

do. 

20.55 

38.18 

1026 

40.5 

No.  5. 

do. 

20.13 

40.03 

1024 

39.8 

No.  6. 

do. 

11.34 

42.43 

1024 

39.9 

No.  7. 

do. 

12.39 

44.45 

1023 

39.2 

"Dr.  Giraud  gives  the  following  note  of  the  saltness  of  the  sea,  from  a  variety  of  other  localities, 
From  this,  it  will  be  seen  that  the  Mediterranean  at  Marseilles,  is  of  the  same  saltness  as  the  Red  Sea  at  Suez; 
while  the  Atlantic,  in  the  latitude  of  the  Canaries,  is  -f  0^*00  I'l^ore  salt. 

Baltic 

Frith  of  Forth 

Boulogne   . 

Havre 

Bayonne 

Marseilles  . 

Atlantic  (Canaries) 
"  Following  the  sinuosities  of  the  coast,  the  Eed  Sea  shoi'e 
Straits  of  Babelmandeb  round.  Not  one  drop  of  water  flows  in  from  any  of  the  countries  on  its  shores, 
and  the  nearest  river  to  the  Eed  Sea  is  the  Nile,  which  approaches  it  at  Suez  to  within  eighty  miles,  but 
retires  on  the  southward  to  four  or  five  times  this  distance ;  so  that,  on  the  average,  there  seems  to  be  not 
less  than  500  miles  of  the  African  side  depending  on  the  Eed  Sea  for  a  supply  of  vapor.  On  the  Arabian 
side,  the  arid  expanse  is  of  similarly  ample  dimensions;  and  in  both  cases,  when  a  little  rain  does  fall,  at 


grs.  20.0  in  1000. 
"    30.0         " 

"    32.0         "  '  ^ 

"    36.0         "  i' 

"    38.0 
"    41.0 
"    44.0 
s  more  than  1,000  miles  in  extent  from  the 


TUE    KED   SEA   CURRENTS.  161 

the  interval  of  years,  it  is  nearly  saturated  with  salt  before  it  reaches  the  sea.  The  temperature  of  the  air 
betwixt  Suez  and  Aden,  often  rises  to  90°,  and  probably  averages  little  less  than  75°  day  and  niyht,all  the 
year  round.  The  surface  of  the  sea  varies  in  heat  from  65°  to  85°,  and  the  difference  betwixt  the  wet  and 
dry  bulb  thermometers  often  amounts  to  25°— in  the  kamsin  or  desert  winds,  to  from  30°  to  40° ;  the  ave- 
rage evaporation  at  Aden  is  about  eight  feet  for  the  year,  though  the  air  on  the  Arabian  promontory  is, 
from  April  to  August,  nearly  as  damp  as  at  Bombay  during  the  open  periods  of  the  monsoons. 

"  Assuming  the  evaporation  of  the  Red  Sea  to  bo  no  greater  than  that  of  Aden,  a  sheet  of  water  eight 
feet  thick,  equal  in  area  to  the  whole  expause  of  the  sea,  will  be  carried  off  annually  in  vapor;  or,  assum- 
ing the  Red  Sea  to  be  800  feet  in  depth  at  an  average— and  this  most  assuredly  is  more  than  double  the 
fact— the  whole  of  it  would  bo  dried  up,  were  no  water  to  enter  from  the  ocean,  in  100  years.  The  waters 
of  the  Red  Sea,  throughout,  contain  some  four  per  cent,  of  salt  by  weight— or,  as  salt  is  a  half  heavier 
than  water,  some  2.7  per  cent,  in  bulk— or,  in  round  numbers,  say  three  per  cent.  In  the  course  of  three 
thousand  years,  on  the  assumptions  just  made,  the  Red  Sea  ought  to  have  been  one  mass  of  solid  salt." 

The  annual  evaporation  at  Aden,  in  the  Red  Sea,  is  quoted  by  Dr.  Buist  at  eight  feet.  According  to 
the  observations  of  Mr.  Laidley,  quoted  in  the  same  valuable  Transactions,  the  annual  evapoi-ation  at  Cal- 
cutta is  fifteen  feet.  Between  the  Cape  and  Calcutta,  it  amounts  to  three  feet  nine  inches  for  October  and 
November ;  and  in  the  Bay  of  Bengal,  it  was  found  to  exceed  an  incb  a  day,  or  at  the  rate  of  thirty  feet 
and  upwards  the  year.     At  Bombay,  it  is  seventy-two  inches. 

Dr.  Buist  also  tells  us  that  the  dew-point  of  the  winds  which  blow  over  the  Red  Sea  is  frequently  not 
less  than  thirty  or  forty  degrees  below  the  temperature  of  its  Avater. 

The  evaporation,  therefore,  which  goes  on  night  and  day,  and  all  the  yeai-,  from  its  waters  near  Suez, 
is  probably  mucli  more  than  eight  feet  the  year.  It  is  probably  not  less  than  eighteen  feet ;  and  if,  there- 
fore, it  took  the  w^aters  which  enter  that  sea  through  the  Straits  of  Babclmandeb  a  year  to  flow  up  to  the 
Isthmus  of  Suez,  it  is  evident  that  the  level  of  this  sea  at  the  isthmus  would  be  eighteen  feet  below  its 
level  at  the  straits ;  for,  by  the  supposition,  eighteen  feet  have  been  taken  up  into  the  clouds  by  evaporation 
from  the  surface,  and  borne  away  by  the  winds.  And  now  if  we  suppose,  merely  for  the  convenience  of 
illustration,  the  waters  to  be  thirty-six  feet  deep  at  the  straits,  the  bottom  of  tbe  sea  to  be  a  perfect  level 
thence  to  Suez,  it  would  require  no  lead  and  line,  nor  chemist,  to  tell  us  that  the  depth  of  the  Red  Sea  at 
Its  head  was  just  eigbteen  feet,  and  that  the  water  here  had  just  twice  as  mucb  salt  m  it  as  the  water  at  the 
strait  has.  Now  the  water  at  the  straits  could  not  balance  this  brine.  The  brine  is  the  heavier,  and  out  it 
must  flow  as  an  undercurrent,  as  exemplified  by  the  illustrations  with  regard  to  the  water  and  oil  in  a 
trough,  p.  113. 

It  probably  does  not  take  the  water  more  than  sixty  days  on  the  average  to  reach  the  head  of  the  Red 
Sea  after  first  entering  it.  In  that  case,  the  annual  evaporation  being  eighteen  feet,  the  difference  of  level 
would  be  three  feet,  and  this  estimate  is  probably  not  far  wrong. 

Thus  the  conditions  with  regard  to  the  Red  Sea,  viz :  higher  level,  and  an  undercurrent  at  the  Straits 
21 


162  TUE    WIND    AND    CUKRKNT    CUAUTS. 

of  Babel raaiideli,  arc  theoretically  established,  with  just  as  much  certainty  as  wc  might  expect  to  find  salt 
at  the  bottom  of  it  were  the  mouth  to  be  closed  and  all  the  water  now  in  it  to  be  evaporated. 

With  regard  to  the  undercurrent  fi'OJii  the  Mediterranean,  and  which  undercurrent  is  caused  by  similar 
agencies,  an  early  idea  as  to  its  existence  was  owing  to  the  following  circumstances,  as  given  in  a  paper,  "Of 

the  Currents  at  the  Strait's  Mouth,"  by  Captain ,  communicated  by  Dr.  Hudson  to  the  Philosophical 

Society,  172-1. 

"It  is  very  remarkalJe,"  continues  that  remarkable  paper,  "that  in  the  year  1712,  Mons.  du  L'Aigle, 
that  fortunate  and  generous  commander  of  the  privateer  called  the  Phcenix,  of  Marseilles,  giving  chase 
near  Ceuta  Point  to  a  Dutch  ship  bound  to  Holland,  he  came  up  with  her  in  the  middle  of  the  gut  between 
Tarififa  and  Tangier,  and  there  gave  her  one  broadside,  which  directly  sank  her,  all  her  men  being  saved  by 
Mons.  du  L'Aigle  ;  and  a  few  days  after,  the  Dutch  shiji,  with  her  cargo  of  brandy  and  oil,  arose  on  the 
shore  near  Tangier,  which  is  at  least  four  leagues  to  the  westward  of  the  jjlace  where  she  simk,  and  directly 
against  the  strength  of  the  current ;  which  has  persuaded  many  men  that  there  is  a  recurrency  in  the  deep 
water  in  the  middle  of  the  gut  that  sets  outward  to  the  grand  ocean,  which  tiiis  accident  very  much  demon- 
strates ;  and,  possibly,  a  great  part  of  the  water  which  runs  into  the  straits  returns  that  way,  and  along 
the  two  coasts  before  mentioned  ;  otherwise,  this  ship  must  of  course  have  been  driven  towards  Ceuta,  and 
so  upwards.  The  water  in  the  gut  must  be  very  deep ;  several  of  the  commanders  of  our  ships  of  war 
having  attempted  to  sound  it  with  the  longest  lines  they  could  contrive,  but  could  never  find  any  bottom." 

In  1828,  Dr.  Wollaston,  in  a  paper  before  the  Philosopihical  Society,  stated  that  he  found  the  specific 
gravity  of  a  specimen  of  sea-water  from  a  depth  of  G70  fathom.s,  fifty  miles  within  the  straits,  to  have  a 
"  density  exceeding  that  of  distilled  water  by  more  than  four  times  the  usual  excess,  and  accordingly  leaves, 
upon  evaporation,  more  than  four  times  the  usual  quantity  of  saline  residuum.  Ilence,  it  is  clear  that  an 
undercurrent  outward  of  such  denser  water,  if  of  equal  breadth  and  dejith  with  the  current  inward  near 
the  sui-l;xce,  would  carry  out  as  much  salt  below  as  is  brought  in  aljove,  although  it  moved  with  less  than 
one-fourth  part  of  the  velocity,  and  would  thus  prevent  a  per])etual  increase  of  saltness  in  the  Mediterra- 
nean Sea,  beyond  that  existing  in  the  Atlantic." 

The  Doctor  obtained  this  specimen  of  sea-water  from  a  captain  in  the  Englisli  Navy,  who  had  collected 
it  for  Doctor  Marcet.  Dr.  Marcet  died  before  receiving  it,  and  it  had  remained  in  the  captain's  hands  some 
time  before  it  came  into  tho.se  of  Wollaston. 

It  may,  therefore,  have  lost  something  by  evaporation ;  for  it  is  difdcult  to  conceive  that  all  the  river- 
water  and  three-fourths  of  the  sea-water  which  runs  into  the  Mediterranean  is  evaporated  from  it,  leaving  a 
brine  for  the  undercurrent,  having  four  times  as  much  salt  as  the  water  at  the  surface  of  the  sea  usually 
contains.  Very  recently,  M.  Coupvent  des  Bois  has  shown,  by  actual  observation,  the  existence  of  an 
outer  and  undercurrent  from  the  Mediterranean. 

These  facts,  and  the  statements  of  the  Secretary  of  the  Geographical  Society  of  Bombay,  seem  to  leave 
no  room  to  doubt  as  to  the  existence  of  an  undercurrent  from  the  Red  Sea,  and  as  to  the  cause  of  the  sur- 
face current  which  flows  into  it.     I  think  it  a  matter  of  demonstration. 


GEOLOGICAL   AGENCY   OK   THE   WINDS.  1(1,3 


ON  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS* 

Nature  is  a  wholo,  aud  all  the  departments  tliereof  are  intimately  couuectcd.  If  we  attempt  to  study 
in  one  of  tlicm,  we  find  ourselves  tracing  clues  which  lead  us  off  insensibly  into  others,  aud,  before  we  are 
aware,  we  discover  ourselves  exploring  the  chambers  of  some  other  department. 

The  study  of  drift  takes  the  geologist  out  to  sea,  aud  reminds  him  that  a  knowledge  of  waves,  winds, 
and  currents,  of  navigation  and  hydrography,  are  closely  and  intimately  connected  with  his  favorite 
pursuit. 

The  astronomer  directs  his  telescope  to  the  most  remote  star,  or  to  the  nearest  planet  in  the  sky,  and 
makes  an  observation  upon  it.  He  cannot  reduce  this  observation,  nor  make  any  use  of  it,  until  he  has 
availed  himself  of  certain  principles  of  optics ;  until  he  has  consulted  the  thermometer,  gauged  the  atmo- 
sphere, and  considered  the  effect  of  heat  in  changing  its  powers  of  refraction.  In  order  to  adjust  the  pendu- 
lum of  his  clock  to  the  right  length,  he  has  to  measure  the  water  of  the  sea  and  weigh  the  earth.  He  too 
must  therefore  go  into  the  study  of  the  tides ;  he  must  examine  the  earth's  crust,  and  consider  the  matter 
of  which  it  is  composed,  from  pole  to  pole,  cii'cumference  to  centre;  and  in  doing  this,  he  finds  himself  in 
his  researches  right  alongside  of  the  navigator,  the  geologist,  and  the  meteorologist,  with  a  host  of  other 
good  fellows,  each  one  holding  by  the  same  thread,  and  following  it  uj)  into  the  same  labyrinth — all,  it  may 
be,  with  different  objects  in  view,  but  nevertheless,  where  there  are  stores  of  knowledge  for  all,  and  instruc- 
tion for  each  one  in  particular.  And  thus,  in  undertaking  to  follow  the  "  wind  in  his  circuits"  over  the 
ocean,  I  have  found  myself  standing  side  by  side  with  the  geologist  on  the  land,  and  with  him  far  away 
from  the  sea-shore,  engaged  in  considering  some  of  the  phenomena  Avhich  the  inland  basins  of  the  earth 
— those  immense  indentations  on  its  surface  that  have  uo  sea-drainage — present  for  contemplation  and 
study. 

Among  the  most  interesting  of  these,  is  that  of  the  Dead  Sea.  Lieutenant  Lynch,  U.  S.  Navy,  has  run 
a  level  from  that  sea  to  the  Mediterranean,,  and  finds  the  former  to  be  about  1,300  feet  below  the  general 
sea  level  of  the  earth.  In  seeking  to  account  for  this  great  difierence  of  water  level,  the  geologist  examines 
the  neighboring  region,  and  calls  to  his  aid  the  forces  of  elevation  and  depression  Avhich  are  supposed  to 
bave  resided  in  the  neighborhood ;  he  then  points  to  them  as  the  agents  which  did  the  work.  They  are 
mighty  agents,  and  they  have  diversified  the  surface  of  the  earth  with  the  most  towering  monuments  of 
their  power.  But  is  it  necessary  to  suppose  that  they  resided  in  the  vicinity  of  this  region  ?  Jilay  they  not 
bave  been,  if  not  in  this  case,  at  least  in  the  case  of  other  inland  basius,  as  flxr  removed  as  the  other 
bemisphere?  This  is  a  question  which  I  do  not  pretend  to  answer  definitely.  But  the  inquiry  as  to  the 
geological  agency  of  the  winds  in  such  cases,  is  a  question  which  my  investigations  have  suggested ;  and  I 
therefore  present  it  as  one  which,  in  accounting  for  the  formation  of  this  or  that  inland  basin,  is  worthy,  at 
least,  of  consideration. 


*  Rearl  befnre  the  ,\mcrican  Associatidn  at  its  meeting  in  Albany,  New  York,  Aug.  1851. 


164  THE   M'IND   AND   CURRENT   CHARTS. 

Is  there  any  evidence  that  the  annual  amount  of  jDrecipitation  upon  the  water -shed  of  the  Dead  Sea,  at 
some  former  period,  was  greater  than  tlie  annual  amount  of  evaporation  from  it  ?  If  yea,  where  did  the 
vapor  that  supplied  the  excess  of  that  jirecipitation  come  from,  and  what  has  cut  oil'  that  supply  ?  The 
mere  depression  of  the  lake  bed  would  not  do  it. 

If  there  were  ever  a  river  from  the  Dead  Sea  to  the  arms  of  the  ocean  about  it,  we  may  imagine  that 
river  to  have  aboumled  with  falls,  as  the  rivers  do  which  drain  the  North  American  lakes  into  the  Atlan- 
tic. And  if  we  establish  the  foot  that  the  Dead  Sea  did  ever  send  a  river  to  the  ocean,  we  carry  along  with 
it  the  admission  that  when  that  sea  overflowed  into  that  river,  then  the  water  that  fell  from  the  clouds  over 
the  Dead  Sea  basin  was  moj-e  than  the  winds  could  convert  into  vapor  and  carry  away  again;  the  river  car- 
ried off  the  excess  to  the  ocean. 

In  the  basin  of  the  Dead  Sea,  in  the  basin  of  the  Caspian,  of  the  Sea  of  Aral,  and  in  the  other  inland 
basins  of  Asia,  we  are  entitled  to  infer  that  the  precipitation  and  evaporation  are  at  this  time  exactly  equal. 
Were  it  not  so,  the  level  of  these  seas  would  be  rising  or  sinking.  If  the  precipitation  were  in  excess, 
these  seas  would  be  gradually  becoming  fuller ;  and  if  the  evaporation  were  in  excess,  they  would  be 
gradually  drying  up;  but  observation  does  not  show,  nor  history  tell  us,  that  either  is  the  case.  As  far 
as  we  know,  the  level  of  these  seas  is  as  pennanent  as  that  of  the  ocean,  and  it  is  difficult  to  realize  the 
existence  of  subterranean  channels  between  it  and  the  great  ocean.  "Were  there  such  a  channel,  the  Dead 
Sea  being  the  lower,  it  would  be  the  recipient  of  ocean  waters ;  and  we  cannot  conceive  how  it  should  be 
such  a  recipient  without  ultimately  rising  to  the  level  of  its  feeder. 

It  may  perhaps  be  evident  that  the  question  suggested  by  my  researches  has  no  bearing  upon  the 
Dead  Sea ;  that  local  elevations  and  subsidences  alone  were  concerned  in  placing  the  level  of  its  waters 
where  it  is.  But  is  it  probable  that,  throughout  all  the  geological  periods,  during  all  the  changes  which 
have  taken  place  in  the  distribution  of  land  and  water  surface  over  the  earth,  the  winds,  which  in  the 
general  channels  of  circulation  pass  over  the  Dead  Sea,  have  alone  been  unchanged  ?  Throughout  all 
ages,  periods,  and  formations,  is  it  probable  that  the  winds  have  just  brought  as  much  moisture  to  that  sea 
as  they  now  bring,  and  have  just  taken  up  as  much  Avater  from  it  as  they  now  carry  ofi'?  It  is  possible. 
But  because  the  agency  of  the  winds  may  have  had  nothing  to  do  in  placing  the  level  of  the  Dead  Sea 
where  it  is,  does  it  therefore  follow  that  the  consideration  of  this  question  would  be  irrelevant  in  the  attempt 
to  account  for  tlie  level  of  the  water  reservoir  of  other  inland  basins  ? 

Where  does  the  water,  wliich  falls  from  the  clouds  upon  the  valley  of  the  great  North  Americau 
lakes,  come  from  ?  It  goes  into  the  sea,  and  out  of  the  sea  it  must  come  again ;  else  "  the  sea  would  be 
full;"  for  "all  the  rivers  run  into  the  sea."  From  what  part  of  the  sea,  therefore,  do  the  clouds  get  vapor 
to  make  rain  of  for  the  lalce  country? 

My  researches  with  regard  to  the  winds,  have  suggested  the  probability  that  the  vapor  which  is 
condensed  into  rains  for  the  lake  valley,  and  which  the  St.  Lawrence  carries  off  to  the  Atlantic  Ocean, 
is  evaporated  by  the  S.  E.  trade-winds  of  the  Pacific  Ocean.  Suppose  this  to  be  the  case,  and  that  the 
winds  which  bring  this  vapor,'  arrive  with  it  in  the  lake  country  at  a  mean  dew-point  of  50°.     This  would 


GEOLOGICAL  AGENCY   OF  THE   WINDS.  165 

make  the  S.  W.  winds  the  rain-winds  for  the  lakes  generally,  as  well  as  for  the  Mississippi  Valley ;   they 
are  also,  speaking  generally,  the  rain-winds  of  Europe,  and,  I  have  no  doubt,  of  extra-tropieal  Asia  also. 

Suppose  a  certain  mountaiu-rauge,  thousands  of  miles  to  the  S.  W.  of  the  lakes,  hut  across  the  path 
of  these  winds,  were  to  be  .suddenly  elevated,  and  its  crest  pushed  up  into  the  regions  of  snow,  having  a 
mean  temperature  of  30°  Fahr.  The  winds,  in  ^tassing  that  range,  would  be  subjected  to  a  dew-point 
of  30°;  and,  not  meeting  with  any  more  evaporating  surface  between  such  range  and  the  lakes,  they 
would  have  no  longer  any  moisture  to  deposit  at  the  supposed  lake  temperature  of  50° ;  they  could  not 
yield  the  dew-point  to  anything  above  30°.  Consequently,  the  amount  of  precipitation  in  the  lake 
country  would  fall  off;  the  winds  which  feed  the  lakes  would  cease  to  bring  as  much  water  as  the  lakes 
now  give  to  the  St.  Lawrence;  that  river,  and  the  Niagara,  Avould  drain  them  to  the  level  of  their  bed; 
evaporation  would  be  increased,  by  reason  of  the  dryness  of  the  atmosphere  and  the  want  of  rain,  and 
the  lakes  would  sink  to  that  level  at  which,  as  in  the  case  of  the  Caspian  Sea,  the  precipitation  and 
evaporation  would  finally  become  equal.  Thus,  our  great  lakes  would  remain  inland  seas  at  a  permanent 
i  level ;  the  salt  brought  from  the  soil,  by  the  washings  of  the  rivers  and  rains,  would  cease  to  be  taken 
ioff  to  the  ocean  as  it  now  is;  and  finally,  too,  the  great  lakes,  in  the  process  of  ages,  would  become 
first  brackish,  and  then  briny.  Kow  suppose  the  water -basins  which  hold  the  lakes  to  be  over  a 
thousand  fathoms  (6,000  feet)  deep.  We  know  they  are  not  nearly  so  deep;  but  suppose  them  to  be  6,000 
feet  deep.  The  process  of  evaporation,  after  the  St.  Lawrence  had  gone  dry,  might  go  on  until  one  or 
two  thousand  feet  or  more  were  lost  from  tlie  surface;  and  we  should  then  have  another  instance  of  the 
level  of  an  inland  water  basin  being  far  below  the  sea  level,  as  in  the  case  of  the  Dead  Sea ;  or  it  would 
become  a  rainless  district,  wlien  the  lakes  themselves  would  go  dry. 

Corallines  are  at  work  about  the  Gulf  Stream;  they  have  built  up  the  Florida  Reefs  on  one  side,  and 
the  Bahama  Banks  on  the  other.  Suppose  they  should  build  up  a  dam  across  that  pass,  and  obstruct  the 
Gulf  Stream;  and  that,  in  like  manner,  they  were  to  connect  Cuba  with  Yucatan,  liy  damming  up  the 

Yucatan  Pass,  so  that  the  waters  of  the  Atlantic  should  cease  to  flow  into  the  gulf.     "What  should  Ave 

have? 

The  depth  of  the  marine  basin  which  holds  the  waters  of  the  gulf,  is,  in  the  deepest  part,  about  a 

mile  and  a  half.     The  officers  of  the  U.  S.  ship  Albany  have  run  a  line  of  deep-sea  soundings  from  west 

to  east  across  the  gulf;  the  greatest  depth  they  obtained  was  about  8,000  feet. 

AVe  should  therefore  have,  by  stopping  up  the  channels  between  the  gulf  and  the  Atlantic,  not  a  sea 

level  in  the  gulf,  but  we  should  have  a  mean  level  between  evaporation  and  precipitation.     If  the  former 

were  in  excess,  the  level  of  the  gulf  waters  would  sink  down  until  the  surface  exposed  to  the  air  would 

be  just  sufficient  to  return  to  the  atmosphere,  as  vapor,  the  amount  of  water  discharged  by  the  rivers — 
j  the  Mississippi  and  others — into  the  gulf     As  the  waters  were  lowered,  the  extent  of  evaporating  surface 

would  grow  less  and  less,  until  nature  should  establish  the  proper  ratio  between  the  ability  of  the  air  to 

take  up,  and  the  capacity  of  the  rain  to  let  down.     Thus,  we  might  have  a  sea  whose  level  would  be  much 

fiirtlier  below  the  water  level  of  the  ocean  than  is  the  Dead  Sea. 


166  THE  WIND  AND  CURRENT  CHARTS. 

Tliere  is  still  aiiotlier  process,  besides  the  two  already  alluded  to,  by  which  the  drainage  of  these 
inland  basins  may,  through  the  agency  of  the  winds,  have  been  cut  oft'  from  tlie  great  salt  seas;  and  that 
is,  by  the  elevation  of  continents  from  the  bottom  of  the  sea  in  distant  regions  of  the  earth,  and  the 
substitution  caused  thereby  of  a  dry  land  for  a  water  surface  as  the  source  of  vapor  supply  to  the  winds 
that  blow  over  the  place. 

From  what  part  of  the  ocean,  I  again  ask,  comes  the  vapor  that  forms  the  rains  that  fldl  on  that 
immense  water-shed  to  which  the  American  lakes  give  drainage?  My  investigations  have  suggested 
the  idea  that  they  come  from  the  trade-wind  region  of  the  South  Pacific  Ocean.  Certain  it  is,  that  they 
must  come  from  the  sea,  and  not  from  the  land;  for  in  this  view,  I  do  not  con.sider  the  rain  which 
falls  to-day,  and  is  taken  up  straightway  into  the  clouds  to  be  precipitated  again  to-morrow;  but  I 
consider  the  excess  of  the  precipitation  over  the  evaporation,  which,  in  this  case,  is  the  volume  of  water 
discharged  by  the  St.  Lawrence  into  the  sea;  that  is,  the  amount  of  water  which  has  to  be  taken  up  from 
the  sea  again,  carried  back  through  the  air  to  the  lake  country,  and  precipitated  upon  it.  And  I  therefore 
repeat  the  question:  Where,  from  what  portion  of  the  ocean,  was  the  water  which  is  discharged  by  the 
St.  Lawrence  taken  up  into  the  air?  It  must  be  taken  up  from  scime  portions  where  the  evaporation 
is  greater  than  the  precipitation ;  and  that  is  only  in  the  trade-wind  region ;  and  it  must  also  be  taken 
up  where  the  mean  temjDerature,  or,  at  any  rate,  where  the  mean  dew-point  is  higher  than  it  is  in  the 
lake  coimtry ;  for,  after  moisture  gets  into  the  atmosphere,  it  is  only  by  lowering  the  dew-point  that  we 
can  get  it  out  again. 

Now  suppose  that  a  continent  should  rise  up  in  tliat  part  of  the  ocean,  wherever  it  may  be,  that  supplies 
the  chnids  with  the  vapor  that  makes  the  rain  for  this  lake  Avater-shed.  What  would  be  the  result?  Why, 
surely,  a  change  of  climate  in  the  lake  countrj';  an  increase  of  evaporation  from  it;  because  a  decrease  of 
precipitation  upon  it,  and  consequently  a  diminution  of  cloudy  screens  to  ])rotect  the  waters  of  the  lakes 
from  being  sucked  uj)  by  the  rays  of  the  sun ;  and  consequently,  too,  there  would  follow  a  low  stage  for 
watercourses,  and  a  lowering  of  the  lake  level  would  ensue. 

So  far,  I  have  used  the  lakes  only  hypothetlcally,  that  I  might  the  better  illustrate  the  bearings  of 
the  question  with  which  I  set  out,  viz:  Where  have  the  subsidences  and  the  elevations  taken  place,  that 
have  made  an  inland  basin  here  and  another  there?  Is  the  seat  of  this  action  near  by,  or  far  off;  and 
what  have  the  winds  had  to  do  in  cutting  off  the  sea-drainage  of  inland  water-sheds? 

But  in  this  hypothetical  case,  with  regard  to  the  hydrographical  basins  of  the  gulf  and  lakes,  I  have 
confined  myself  strictly  to  analogies.  Mountain  ranges  have  been  upheaved  across  the  course  of  the 
Avinds,  and  continents  liave  been  rai.sed  from  the  bottom  of  the  sea;  and,  no  doul)t,  the  influence  of  such 
upheavals  has  been  felt  in  remote  regions  liy  means  of  the  winds,  and  the  effects  which  a  greater  or  less 
amount  of  moisture  brought  by  them  would  produce. 

In  the  case  of  the  Salt  Lake  of  Utah,  we  have  an  example  of  drainage  that  has  been  cut  off,  and  an 
illustration  of  the  process  by  which  nature  equalizes  the  evaporation  and  precipitation.  To  do  this,  in  this 
instance,  she  is  salting  up  the  basin  which  received  the  drainage  of  this  inland  water  shed.     Here  we  have 


GEOLOGICAL  AGENCY  OF  THE  WINDS.  167 

tlic  appearance,  I  am  told,  of  an  old  channel  by  whicli  the  water  used  to  flow  from  this  basin  to  the  sea. 
Supposing  there  was  such  a  time  and  such  a  watercourse,  the  water  returned  tlirouL;h  it  to  the  ocean  was 
the  amount  by  which  the  precipitation  nsed  to  exceed  the  evaporation  over  the  whole  extent  of  country 
drained  through  this,  now  dry,  bed  of  a  river.  The  wiuds  have  had  .something  probably  to  do  with  this  ; 
thoy  are  the  agents  which  nsed  to  bring  more  moisture  to  this  water-shed  than  they  took  away  ;  and  they 
are  the  agents  which  now  carry  ofi'  from  that  valley  more  moisture  than  is  brought  to  it,  and  which, 
therefore,  are  making  a  salt  bed  of  places  that  used  to  be  covered  by  water.  In  like  manner,  there  is 
evidence  that  the  Great  American  lakes  formerly  had  a  drainage  with  the  Gulf  of  Mexico.  Steamers  have 
been  actually  known,  in  former  years,  and  in  times  of  freshets,  to  pass  from  the  Mississippi  over  into  the 
lakes.  At  low  water,  the  bed  of  a  dry  river  can  be  traced  between  them.  Now  the  Salt  Lake  of  Utah  is  to 
the  southward  and  westward  of  our  northern  lake  basin  ;  that  is  the  quarter  whence  the  rain  winds  have 
been  supposed  to  come.  May  not  the  same  cause  which  lessened  the  precipitation  or  increased  the 
evaporation  in  the  Salt  Lake  water-shed,  have  done  the  same  for  the  water-shed  of  the  Great  American 
system  of  lakes  ? 

If  the  mountains  to  the  west,  the  Sierra  Nevada,  stand  higher  now  than  they  formerly  did,  and  if  the 
winds  which  fed  the  Salt  Lake  valley  with  precipitation  had,  as  I  suppose  they  have,  to  pass  the  summits  of 
the  mountains,  it  is  easy  to  perceive  why  the  winds  should  not  convey  as  much  vapor  across  them  now,  as 
they  did  when  the  summit  of  the  ranges  Avas  lower  and  not  so  cool. 

The  Andes,  in  the  trade-wind  region  of  South  America,  stand  up  so  high  that  tlie  wind,  in  order  to 
cross  them,  has  to  part  with  all  its  moi.stui'e  ;  and  consequently  there  is,  on  the  other  side,  a  rainless 
region.  Now  suppose  a  range  of  such  mountains  as  these  to  be  elevated  across  the  track  of  the  winds 
which  supply  the  lake  country  with  rains ;  it  is  easy  to  jierceive  how  the  whole  country,  watered  bv  the 
vapor  which  such  winds  bring,  would  be  converted  into  a  rainless  region. 

I  have  used  these  hypothetical  cases  to  illustrate  a  position  which  any  philosopher,  who  considers  tlie 
geological  agency  of  the  winds,  may  with  propriety  consult,  when  he  is  told  of  an  inland  basin,  the  water 
level  of  which  it  is  evident  was  once  higher  than  it  now  is ;  and  that  position  is,  that,  though  the  evidences 
of  a  higher  water  level  be  unmistakable  and  conclusive,  it  does  not  follow,  therefore,  that  there  has  been  a 
subsidence  of  the  lake  basin  itself,  or  an  upheaval  of  the  water-shed  drained  by  it. 

The  cause  which  has  jDrodueed  this  change  of  water  level,  instead  of  being  local  and  near,  may  be 
remote  ;  it  may  have  its  seat  in  the  obstructions  which  have  been  interposed  in  some  other  quarter  of  the 
world  ;  which  obstructions  may  prevent  the  winds  from  taking  up,  or  from  bearing  off",  their  wonted 
supplies  of  moisture  for  the  region  whose  water  level  has  been  lowered. 

I  am  not  prepared  to  maintain  that  the  water  level  of  our  great  system  of  lakes  has  been  changed  by 
any  such  process  ;  though  I  do  not  think  it  improbable.  Nor  am  I  prepared  to  ascribe  the  change  in  the 
Salt  Lake  of  Utah  v:liolly  to  obstructions,  near  or  remote,  which  have  prevented  the  winds  from  bringing 
as  many  and  as  copious  rain-clouds  as  they  at  some  remote  period  were  wont  to  bring  to  this  valley ; 
though  in  this  case  it  appears  obvious  that  the  precipitation  has  diminished,  and  the  evaporation  has 


168  THE  WIND  AND  CURRENT  CUART3.  j 

increased ;  and  it  is  not  easily  perceived  how  a  mere  subsidence  of  tlie  lalce  basin  would  change  the  rate 
of  evaporation,  or  alter  the  amount  of  precipitation  there. 

Having,  therefore,  I  hope,  made  clear  the  meaning  of  the  question  proposed,  by  showing  the  manner 
in  which  winds  may  become  important  geological  agents-;  and  having  explained  how  the  upheaving  of  a 
mountain  range  in  one  part  of  the  world  may,  through  the  winds,  affect  climates  and  produce  geological 
phenomena  in  another,  I  return  to  the  Dead  Sea,  and  the  great  inland  basins  of  Asia,  and  ask  how  far  is  it 
possible  for  the  elevation  of  the  South  American  continent,  and  the  upheaval  of  its  mountains,  to  have  had 
any  effect  upon  the  water  level  of  those  seas  ?  There  are  indications  that  they  all  once  had  a  higher  water 
level  than  they  now  have  ;  and  that  formerly  the  amount  of  precipitation  was  greater  than  it  now  is ;  then 
what  has  become  of  the  sources  of  vapor  ?  What  has  diminished  its  supply  ?  Its  supply  would  be 
dhninished  by  the  substitution  of  dry  land,  in  those  parts  of  the  ocean  which  used  to  supply  that  vapor ;  or 
the  quantity  of  vapor  deposited  in  the  hydrographical  basins  of  those  seas,  would  have  been  lessened,  if  a 
snow-capped  range  of  mountains  had  been  elevated  across  the  path  of  these  winds,  and  between  the  places 
where  they  were  supplied  with  vapor,  and  these  basins. 

A  chain  of  evidence,  which  it  would  be  diSicult  to  set  aside,  can  be  introduced,  if  required,  to  show 
that  the  vapor  which  supjDlies  the  extra-tropical  regions  of  the  north  with  rains,  comes,  in  all  probability, 
from  the  trade- wind  regions  of  the  southern  hemisphere. 

The  prevailing  winds  of  the  temperate  zones  blow  towards  the  poles;  they  are  going  from  warmer  to 
colder  climates.  Consequently,  their  capacity  for  moisture  increases  with  tlieir  temperature;  and  they 
must  precipitate,  on  their  way  from  warmer  to  colder  regions,  more  water  than  they  can  take  up  again. 

The  prevailing  winds  of  the  torrid  zone  blow  towards  the  equator ;  they  are  going  from  colder  to 
warmer  climates.  Their  capacity  for  moisture  is  therefore  on  the  increase ;  and  tliey  therefore  must 
evaporate,  from  this  zone,  more  water  than  they  precipitate  upon  it  again. 

All  the  great  rivers  lie  in  the  northern  hemisphere.  With  more  land  and  less  water,  its  total  amount 
of  precipitation  is  nevertheless  greater  than  that  of  the  southern  hemisphere. 

The  evaporating  surface  of  sea-water,  exposed  to  the  action  of  the  southeast  trade-winds,  exceeds 
several  times,  in  extent,  that  upon  which  the  northeast  trade-winds  are  known  to  play.  The  southeast 
trade-winds,  when  they  arrive  at  the  belt  of  equatorial  calms,  charged  with  vapor  from  the  sea,  should, 
when  they  rise  up  and  come  over  into  this  hemisphere,  take,  in  consequence  of  the  earth's  diurnal  motion, 
a  direction  to  the  northeast.  This  is  the  direction  which  the  rains  of  the  Mississippi  Valley  indicate,  and 
which  the  microscope  of  Ehrenberg  has  proved  that  the  southeast  trade-winds  do  take ;  for,  in  a  north- 
easterly direction  from  the  great  river  basins  of  equatorial  America,  and  in  the  vicinity  of  the  Cape  de 
Verde  Islands,  at  Lyons  and  Genoa,  in  Malta  and  the  Tyrol,  showers  of  the  so-called  sirocco  dust  are 
known  to  occur.  That  celebrated  microscopist  has  examined,  with  the  utmost  care,  specimens  of  this  dust; 
and  in  every  specimen  that  has  come  to  his  notice  during  the  period  of  sixteen  years,  he  has  recognized 
the  same  organisms,  the  same  forms  in  them  all ;  and  he  traces  the  locus  of  the  great  majority  of  them  to 
the  trade-wind  regions  of  South  America. 


GEOLOGIC.VL    AGEXCV    OF   TIIK   WINDS.  169 

Ko\\',  if  it  be  ti'uu  that  the  trade-winds  Iroin  tliat  jjart  of  tliu  world  talcu  up  tbui'c  the  water  wliic.li  is 
,0  be  rained  in  the  extra-tropical  north,  the  path  ascribed  to  the  southeast  trades  of  Africa  and  America, 
iftcr  they  descend  and  become  the  prevailing  southwest  winds  of  the  nortlioru  hemisphere,  sliould  pass 
\er  a  region  of  less  precipitation,  generally,  than  they  would  do,  if,  while  performing  the  office  of  south- 
east trades,  they  had  blown  over  water  instead  of  land.  The  southeast  trade-winds,  with  their  load  of  vapor, 
whether  great  or  small,  take,  after  ascending  in  the  equatorial  calms,  a  northeasterly  direction;  they  continue 
[to  flow  in  the  upper  regions  of  the  air,  in  that  direction,  until  they  cross  the  tropic  of  Cancer.  The  places 
lof  least  rain,  then,  between  this  tropic  and  the  pole,  should  be  precisely  those  places  which  depend  for 
their  rains  upon  the  vapor  which  the  winds  that  blow  over  southeast  trade-wind  Africa  and  America 
convey. 

Kow,  if  wo  could  trace  the  path  of  these  winds  through  the  extra-tropical  regions  of  the  northern 
hemisphere,  we  should  be  able  to  identify  it  by  tlie  foot-prints  of  the  clouds ;  for  the  path  of  the  winds 
which  depend  for  their  moisture  upon  such  sources  of  supply  as  the  dry  land  of  Central  South  America 
and  Africa,  cannot  lie  through  a  country  that  is  watered  well. 

It  is  a  remarkable  coincidence,  at  least,  that  the  countries  in  the  extra-tropical  regions  of  the  north, 
tliat  are  situated  to  the  northeast  of  the  southeast  trade-winds  of  South  Africa  and  America ;  that  the 
countries  with  us,  over  which  theory  makes  these  winds  to  blow,  include  all  the  great  deserts  of  Asia,  and 
the  districts  of  least  precipitation  in  Europe.*  '      '. 

The  hyetographic  map  of  Europe,  in  Johnston's  beautiful  Physical  Atlas,  places  the  region  of  least 
precipitation  between  these  two  lines.     Sec  Plate  IV. 

It  would  seem  that  nature,  as  if  to  reclaim  this  "  lee"  land  from  the  desert,  had  stationed  by  the  way- 
side of  these  winds  a  succession  of  inland  seas  to  serve  them  as  relays,  for  supplying  with  moisture  this 
thirsty  air.  There  is  the  Mediterranean  Sea,  the  Caspian  Sea,  and  the  Sea  of  Aral,  all  of  which  arc  situated 
exactly  in  this  direction  ;  as  though  these  sheets  of  water  were  designed,  in  the  grand  system  of  aqueous 
arrangements,  to  supply  with  fresh  vapor,  winds  that  had  abeady  left  rain  enough  behind  them  to  make 
an  Amazon  and  an  Oronoco  of 

The  Andes  were  once  covered  by  the  sea;  for  their  tops  are  now  crowned  with  the  remains  of  maiino 


*  Let  any  one  tiike  a,  map  of  Mcrcator's  iiroioctiou,  and  on  it  ilraw  lines  fi-oni  tlie  tropic  of  Cancer  towards  the  north,  to  represent 
the  probable  route  and  direction  which  the  trade-winds  of  the  two  southern  continents  take,  in  their  general  channels  of  circulation  over 
the  northern  continents.  The  country  between  these  two  lines  is  the  country  which,  in  the  general  system  of  atmospherical  circulation, 
lies  under  the  lee  of  southeast  trade-wind  Africa  and  America.  And  to  see  where  this  coiuitry  is,  we  have  first  to  ascertain  where  those 
two  points  on  the  equator  arc,  between  which  the  southeast  trade-winds  cross,  after  having  traversed  the  greatest  extent  of  land  surface 
in  South  America  ;  and  then  from  these  points  to  project  lines  in  the  direction  which  these  winds  are  supposed  to  take,  after  rising  up 
in  the  eciuatorial  calms.  These  two  points  will  be*  one  near  the  mouth  of  the  Amazon,  the  other  not  far  from  the  Gallapagos  Islands  ; 
the  part  of  the  equator  between  them  is  the  part  crossed  by  the  southeast  trades,  after  having  traversed  the  greatest  extent  of  land  from 
whose  surface  the  supplies  of  moisture  are  most  scanty.  A  line  from  the  Gallapagos  through  Florence  in  Italy,  another  from  the  mouth 
of  the  Amazon  through  Aleppo  in  Holy  Land  (Plate  IV.),  would,  after  passing  the  tropic  of  Cancer,  mark  upon  the  surface  of  the  earth 
the  route  of  tlicse  winds;  this  is  tliat  '-lee  country,''  which,  if  such  be  the  system  of  atmospherical  circulation,  ought  to  be  scantily  sup- 
plied with  rains. 

22 


170 


THE   WIND   AXD   CURRENT   CIIAKTS. 


animals.  When  tliey  and  tlieir  continent  were  submerged — admitting  tliat  Europe  in  general  outline  Avas 
then  as  it  now  i.s — it  cannot  be  supposed,  if  the  circulation  of  vapor  were  then  such  as  it  is  supposed  now 
to  be,  that  the  climates  of  that  part  of  the  old  world  which  is  under  the  lee  of  those  mountains,  were  then 
as  scantily  supplied  Avith  moisture  as  they  now  are.  "When  the  sea  covered  South  America,  the  winds  had 
nearly  all  the  waters,  A\-hich  now  make  the  Amazon,  to  bring  away  with  them,  and  to  distribute  among  the 
countries  situated  along  the  route  ascribed  to  them. 

Is  there  any  evidence  that  the  basin  which  holds  the  Caspian  Sea  has  been  more  copiously  watered 
than  it  is  now  ?  There  is  evidence  in  favor  of  the  probability  that  it  has  been ;  for  portions  of  that  sea 
have  retired,  and  left  salt  beds  behind.  ....  .     .       .     ,    , 

If  ever  the  Caspian  Sea  exposed  a  larger  surface  for  evaporation  than  it  now  docs ;  if  the  precipitation 
in  that  valley  ever  exceeded  the  evaporation  from  it,  as  it  does  in  all  valleys  drained  into  the  open  sea; 
then  there  must  have  been  a  change  of  hygrometrical  condition  there.  And  admitting  the  vapor-springs 
for  that  valley  to  be  situated  in  the  direction  supposed,  the  rising  up  of  a  continent  from  the  bottom  of  the 
sea,  or  the  upheaval  of  a  range  of  mountains  in  certain  parts  of  America,  Africa,  or  Spain,  across  the  route 
of  the  winds  which  brought  the  rain  for  Caspian  water-shed,  might  have  been  sufBcient  to  rob  them  of  the 
moisture  Avhich  they  were  wont  to  carry  away  and  precipitate  upon  this  great  inland  basin.  See  how  the 
Andes  have  made  Atacama  a  desert,  and  of  Western  Peru  a  rainless  country ;  these  regions  have  been  ; 
made  rainless  simply  by  the  rising  up  of  a  mountain  range  between  them  and  the  vapor  springs  in  the 
ocean  which  feed  Avith  moisture  the  winds  that  blow  over  these  noAV  rainless  regions 

That  part  of  Asia,  then,  which  is  under  the  lee  of  southern  trade-wind  Africa,  lies  to  the  north  of  the 
tropic  of  Cancer,  and  between  two  lines,  the  one  passing  through  Cape  Palmas  and  Medina,  the  other 
through  Aden  and  Delhi.  Being  extended  to  the  erpiator,  they  wdl  include  that  part  of  it  which  is 
crossed  by  the  continental  southeast  trade-winds  of  Africa,  after  they  have  traversed  the  greatest  extent  of 
land  surface.     Plate  IV. 

Tlie  range  which  lies  lietwecn  the  two  lines  that  represent;the  course  of  the  American  winds  with  their 
vapors,  and  the  two  lines  whicli  represent  the  course  of  the  African  winds  with  their  vapors,  is  the  range 
which  is  under  the  lee  of  winds  that  have  for  the  most  part  traversed  water  surface,  or  the  ocean,  in  their 
circuit  as  southeast  trade-winds.  But  a  bare  inspection  of  Plate  IV.  will  show  that  the  southeast  trade 
winds  which  cross  the  erpiator  between  long.  15°  and  50°  W.,  and  which  are  supposed  to  blow  over  into 
this  liemisphere  between  these  two  ranges,  have  traversed  land  as  well  as  water ;  and  the  Trade- wind 
Chart  shows  that  it  is  precisely  those  winds,  which  in  the  summer  and  fall  are  converted  into  southwest 
monsoons  for  supplying  the  whole  extent  of  Guinea  with  rains  to  make  rivers  of.  Those  winds,  therefore, 
It  would  seem,  leave  much  of  their  moisture  behind  them,  and  pass  along  to  their  channels  in  the  grand 
system  of  circulation,  for  the  most  part  as  dry  winds.  Moreover,  it  is  not  to  bo  supposed  that  the  channels 
through  which  the  winds  blow,  that  cross  the  equator  at  the  several  places  named,  are  as  sharply  defined 
in  nature  as  the  lines  suggested,  or  as  Plate  IV.  would  represent  them  to  be. 

The  whole  region  of  the  ffxtra-tropical  old  world,  that  is  included  within  the  ranges  marked,  is  the 


GEOLOGICAL   AGEXCY    OK   TJIE   WINDS.  171 

■egiou  whicli  has  most  land  to  windward  of  it  in  tlie  soutliorn  licinisphere.  Now,  it  is  a  curious  coincidence 
it  least,  that  all  the  great  extra-tropical  descits  of  the  earth,  with  tliose  regions  iu  Europe  and  Asia  which 
lave  the  least  amount  of  precipitation  upon  them,  should  lie  within  this  range.  That  they  are  situated 
mder  the  lee  of  the  southern  continents,  and  have  but  little  rain,  may  be  a  coincidence,  I  admit;  but  that 
hese  deserts  of  the  Old  World  are  placed  where  they  are,  is  no  coincidence,  no  accident:  they  are  placed 
vhere  they  are,  and  as  they  are,  by  design ;  and  iu  being  so  placed,  it  was  intended  that  they  should  sub- 
;ierve  some  grand  purjiose  in  the  terrestrial  economy.  Let  us  sec,  therefore,  if  wc  can  discover  any  marks 
!)f  that  design — any  of  the  purposes  of  such  an  arrangement — and  trace  any  connection  between  that 
irraugement  and  the  supposition  which  I  maintain,  as  to  the  place  where  the  winds  that  blow  over  those 
•egions  derive  their  vapors. 

It  will  be  remarked  at  once  that  all  the  inland  seas  of  Asia,  and  all  those  of  Europe,  except  the  semi- 
reshwater  gulfs  of  the  north,  are  within  this  range.  The  Persian  Gulf  and  the  Red  Sea,  the  Mediterranean, 
he  Black,  and  the  Caspian,  all  fall  within  it.  And  why  are  they  planted  there?  Why  are  they  arranged 
;;o  the  northeast  and  southwest  under  this  lee,  and  in  the  very  direction  in  which  theory  makes  this  breadth 
if  thirsty  winds  to  prevail?  Clearly  and  obviously,  one  of  the  purposes  in  the  Divine  economy  was,  that 
;hey  might  replenish  with  vajior  the  winds  which  are  almost  vaporless  when  they  arrive  at  these  regions  in 
:he  general  system  of  circulation.  And  why  should  these  winds  be  almost  vaporless?  They  are  almost 
vaporless,  because  their  route  in  the  general  system  of  circulation  is  such,  that  they  are  not  brought  into 
oontact  with  a  water  surfoce  from  which  the  needful  supplies  of  vapor  are  to  be  had ;  or,  being  obtained,  the 
supplies  have  since  been  taken  away  by  the  cool  tops  of  mountain  ranges  over  which  these  winds  have 
had  to  pass.  ,    '     ■  '  . 

In  the  Mediterranean,  the  evaporation  is  greater  than  the  precipitation.  Upon  the  Red  Sea,  there  never 
falls  a  drop  of  rain ;  it  is  all  evapoi-ation.  Are  we  not,  therefore,  entitled  to  regard  the  Red  Sea  as  a  make- 
Wreight  thrown  in  to  regulate  the  proportion  of  cloiid  and  sunshine,  and  to  dispense  rain  to  certain  parts  of 
!Lhe  earth  in  due  season  and  in  proper  quantities?  Have  we  not,  in  these  two  flicts,  evidence  conclusive, 
!that  the  winds  which  blow  over  these  two  seas,  come,  for  the  most  part,  from  a  dry  country,  from  regions 
which  contain  few  or  no  pools  to  furnish  supplies  of  vapor  ? 

Indeed,  so  scantily  supplied  with  vapor  are  the  winds  which  pass  in  the  general  channels  of  circulation 
over  the  water-shed  and  sea-basin  of  the  Mediterranean,  that  they  take  up  there  more  water  as  vapor  than 
they  deposit.  But  thi'owing  out  of  the  question  what  is  taken  up  from  the  surfiice  of  the  Mediterranean 
itself,  these  winds  de])osit  more  water  on  the  Avater-shcd  wdiose  drainage  leads  into  that  sea,  than  thev  take 
iup  from  it  again.  The  excess  is  to  be  found  in  the  rivers  which  discharge  into  the  Mediterranean;  but  so 
thirsty  are  the  winds  which  IjIow  across  the  bosom  of  that  sea,  that  they  not  only  take  up  again  all  the 
water  that  those  rivers  pour  into  it,  but  they  arc  supposed  b}-  philosophers  to  create  a  demand  for  an  im- 
'mense  current  from  the  Atlantic  to  supply  the  waste. 

It  is  estimated  that  three*  times  as  much  water  as  the  ^lediterranean  receives  from  its  rivers,  is  evapo- 


*    Vide  Article  -'Physical  Geography,"  Encycloptci-lia  Britannica. 


172  THE  WIND  AND  CURRENT  CHARTS. 

rated  from  its  surface.  This  may  bo  an  over-estimate;  but  the  fact  that  the  evaporation  from  it  is  in  excess 
of  the  precipitation,  is  made  obvious  by  the  current  which  the  Athmtic  sends  into  it  through  the  Straits  of 
Gibraltar;  and  the  difference,  we  may  rest  assured,  whether  it  be  much  or  httle,  is  carried  off  to  modify 
cUmate  elsewhere ;  to  refresh  with  showers,  and  make  fruitful,  some  other  part  of  the  earth. 

The  great  inland  basin  of  Asia,  in  which  are  Aral  and  the  Caspian  Seas,  is  situated  on  the  route  which 
in  this  hypothesis  I  have  made  these  thirsty  winds  from  southeast  trade-wind  Africa  and  America  to  take; 
and  so  scant  of  vapor  are  these  winds  Avhen  they  arrive  in  this  basin,  that  they  have  no  moisture  to  leave 
behind;  just  as  much  as  they  pour  down,  they  take  up  again  and  carry  off  The  level  of  the  Caspian  Sea 
is  as  permanent  as  that  of  the  whole  ocean.  We  know  that  the  volume  of  water  returned  by  the  rivers, 
the  rains,  and  the  dews,  into  the  whole  ocean,  is  exactly  equal  to  the  volume  which  the  whole  ocean  gives 
liack  to  the  atmosphere ;  as  far  as  our  knowledge  extends,  the  level  of  each  of  these  two  seas  is  as  perma- 
nent as  that  of  the  great  ocean  itself.  Therefore,  the  volume  of  water  discharged  by  rivers,  the  rains,  and 
the  dews  into  these  two  seas,  is  exactly  equal  to  the  volume  which  these  two  seas  give  back  as  vapor  to 
the  atmosphere.  '  ■  '    ■    '     . 

These  winds,  therefore,  do  not  begin  permanently  to  lay  down  their  load  of  moisture,  be  it  great  or 
small,  until  they  cross  the  Oural  Mountains.  On  the  steppes  of  Issam,  after  they  have  supplied  the  Ama- 
zon and  the  other  great  equatorial  rivers  of  the  south,  we  find  them  first  beginning  to  lay  down  more 
moisture  than  they  take  up  again.  In  the  Obi,  the  Yenesi,  and  the  Lena,  is  to  be  found  the  volume  which 
contains  the  expression  for  the  load  of  water  which  these  winds  have  brought  from  the  southern  hemisphere, 
from  the  Mediterranean,  and  the  Red  Sea ;  for  in  these  almost  hyperborean  river  basins  do  we  find  the  first 
instance  in  which,  throughout  the  entire  range  assigned  these  winds,  they  have,  after  supplying  the  Amazon, 
&c.,  left  more  water  behind  them  than  they  have  taken  up  again  and  carried  off.  The  low  temperatures  of 
Siberian  Asia  arc  quite  sufficient  to  extract  from  these  winds  the  remnants  of  vapor  which  the  cool  mount- 
ain tops  and  mighty  rivers  of  the  southern  hemisphere  have  left  in  them. 

Ilere  I  may  be  permitted  to  pause,  that  I  may  call  attention  to  the  remarkable  coincidence,  and  admire 
the  marks  of  design,  the  beautiful  and  exquisite  adjustments  that  we  see  here  provided,  to  insure  the 
perfect  workings  of  the  great  atmospherical  machine.  This  coincidence — may  I  not  call  it  cause  and  effect? 
— is  between  the  hygrometrical  conditions  of  all  the  countries  within,  and  the  hygrometrical  conditions  of 
all  the  countries  Avithout,  the  range  included  within  the  lines  which  I  have  drawn  (Plate  IV.),  to  represent 
the  route  in  this  hemisphere,  of  the  southeast  trade-winds  after  they  have  blown  their  course  over  the  land 
in  South  Africa  and  America.  Both  to  the  right  and  left  of  this  range,  are  countries  included  between  the 
same  parallels  in  wdiich  it  is ;  yet  these  countries  all  receive  more  water  from  the  atmosphere  than  they  give 
back  to  it  again  ;  they  all  have  rivers  running  into  the  sea.  On  the  one  hand,  there  is  in  Europe,  the  Rhine, 
the  Elbe,  and  all  the  great  rivers  that  empty  into  the  Atlantic;  on  the  other  hand,  there  are  in  Asia,  the 
Ganges,  and  all  the  great  rivers  of  China;  and  in  North  America,  in  the  latitude  of  the  Caspian  Sea,  is  our 
great  system  of  freshAvater  lakes ;  all  of  these  receive  from  the  atnvjsphere  immense  volumes  of  water, 
and  jiour  it  back  into  the  sea  in  streams  the  most  magnificent. 


r.KOr.OGICAL    AGKNCY   OK   TlIK    WINDS.  17o 


It  is  remarkable  that  none  of  tbcse  copiously  supplied  water-slieds  Lave,  to  tlie  southwest  of  them  in 
the  trade-wind  regions  of  the  southern  hemisphere,  any  considerable  body  of  land  ;  they  arc,  all  of  them, 
uader  the  lee  of  evaporating  surfaces,  of  ocean  waters  in  the  trade-wind  regions  of  the  south.  Only  those 
countries  in  the  extra-tropical  north,  which  1  have  described  as  lying  under  the  lee  of  trade--wiud  South 
America  and  Africa,  are  scantily  supplied  with  rains.     Pray  examine  Plate  IV.  in  this  connection. 

The  surfoce  of  the  Caspian  Sea  is  about  equal  to  that  of  our  lakes;  in  it,  eva])oratiou  is  ju.st  equal  to 
the  precipitation.  Our  lakes  arc  between  the  same  parallels,  and  aljout  the  same  distance  from  the  western 
IJ  coast  of  America  that  the  Casjiian  is  from  the  western  coast  of  Europe ;  and  yet  the  waters  di.scharged 
by  the  St.  Lawrence  give  us  an  idea  of  how  greatly  the  preciiiitation  upon  it  is  in  excess  of  the  evapora- 
tion. To  windward  of  the  lakes,  and  in  the  trade-wind  regions  of  the  southern  hemisphere,  is  no  land  ; 
but  to  windward  of  the  Caspian  Sea,  and  in  the  trade-Avind  region  of  the  southern  hemisphere,  there  is 
land.  Therefore,  supposing  the  course  of  the  vapor-distributing  winds  to  be  such  as  I  maintain  it  to  be, 
ought  they  not  to  carry  more  water  from  the  ocean  to  the  American  lakes,  than  it  is  possible  for  them  to 
cany  from  the  land — from  the  interior  of  South  Africa  and  America — to  the  vdley  of  the  Caspian  Sea  ? 

In  like  manner,  extra-tropical  New  Holland  and  South  Africa  have  each  land — not  water — to  the 
windward  of  them  in  the  trade-wind  regions  of  the  northern  hemisphere,  where,  according  to  this  hypo- 
thesis, tlie  vapor  for  their  rains  ought  to  be  taken  up :  they  are  both  countries  of  little  rain ;  but  extra- 
tropical  South  America  has,  in  the  trade-wind  region  to  windward  of  it  in  the  northern  hemisphere,  a  great 
extent  of  ocean,  and  the  amount  of  precipitation  iu  extra-tropical  South  America  is  wonderful.  The  coin- 
cidence, therefore,  is  remarkable,  that  the  countries  in  the  extra-tropical  regions  of  this  hemisphere,  Avhich 
lie  to  the  northeast  of  large  districts  of  land  in  the  trade-wind  regions  of  the  other  hemi.sphere,  should  be 
scantily  supplied  with  rains  ;  and  likewise  that  those  so  situated  in  the  extra-troi)icaI  smith,  with  regaixl 
to  land  in  the  trade-wind  region  of  the  north,  should  be  scantily  supplied  with  rains. 

Uaving  thus  remarked  upon  the  coincidence,  let  us  turn  to  the  evidences  of  design,  and  contemplate 
the  beautiful  harmony  displayed  in  the  arrangement  of  the  land  and  water,  as  we  find  them  along  this  con- 
jectural "  wind-road."     Plate  lY. 

Those  who  admit  design  among  terrestrial  adaptations,  or  have  studied  the  economy  of  cosmical  ar- 
rangements, will  not  be  loth  to  grant  that  by  design  the  atmosphere  keeps  in  circulation  a  certain  amount 
of  moisture  ;  that  the  waters  of  which  this  moisture  is  made  are  supplied  by  the  aqueous  surface  of  the 
earth,  and  that  it  is  to  be  returned  to  the  seas  again  through  rivers  and  the  process  of  precipitation  ;  that  a 
permanent  increase  or  decrease  of  the  quantity  of  water  thus  put  and  kept  in  circulation  by  the  winds 
would  be  followed  by  a  corresponding  change  of  hygroraetrical  conditions,  which  would  draw  after  it  per- 
manent changes  of  climate ;  and  that  permanent  changes  of  climate  would  involve  the  ultimate  well-being 
of  myriads  of  organism.s,  both  in  the  vegetable  and  animal  kingdoms. 

The  quantity  of  moisture  that  the  atmosphere  keeps  in  circulation  is,  no  doubt,  just  that  quantity 
which  is  best  suited  to  the  well-being,  and  most  adapted  to  the  proper  development  of  the  vegetable  and 
animal  kingdoms;  and  that  quantity  is  dependent  upon  the  arrangement  and  the  })roportions  that  we  sec 


174  T}IE    WIND    AND   CURRENT   CHARTS. 

in  nature  between  the  land  and  the  water — between  mountain  and  desert,  river  and  sea.  If  the  seas  and 
evaporating  surfaces  were  changed,  and  removed  from  the  places  they  occupy,  to  other  places,  the  prin- 
cipal phices  of  precipitation  probably  would  also  be  changed :  whole  families  of  plants  would  wither  and 
die  for  want  of  cloud  and  sunshine,  dr)^  and  Avet,  in  proper  proportions  and  in  due  season ;  and,  with  the 
blight  of  plants,  whole  tribes  of  animals  Avould  also  perish.  Under  such  a  chance  arrangement,  man  would 
no  longer  be  able  to  rely  upon  the  early  and  the  latter  rain,  or  to  count  with  certainty  upon  the  rains 
being  sent  in  due  season  for  seed  time  and  harvest.  And  that  the  rain  will  be  sent  in  due  season,  we  are 
assured  from  on  lii^ii ;  and  when  we  recollect  who  it  is  that  "seiideth"  it,  we  feel  the  conviction  strono- 
within  us,  that  lie  that  scndeth  the  rain,  has  the  winds  for  his  messengers;  and  that  they  may  do  his 
bidding,  the  land  and  the  sea  were  arranged,  both  as  to  position  and  relative  proportions,  where  they  are, 
and  as  they  are.  . 

It  should  bo  borne  in  mind  that  the  southeast  trade-winds,  after  they  rise  up  at  the  equator,  have  to 
overleap  the  northeast  trade-winds.  Consequently,  they  do  not  touch  the  earth  until  near  the  tropic  of 
Cancer  (see  the  bearded  arrows,  Plate  IV.) — more  frequently  to  the  north  than  to  the  south  of  it;  but  for 
a  part  of  every  year,  the  place  where  these  vaulting  southeast  trades  first  strike  the  earth,  after  leaving  the 
other  hemisphere,  is  very  near  this  tropic.  On  the  equatorial  side  of  it,  be  it  remembered,  the  northeast 
trade-winds  blow ;  on  the  polar  side,  what  was  the  southeast  trades,  and  what  is  now  the  prevailing  south- 
westerly winds  of  our  hemisphere,  prevail.  Now  examijio  Plate  IV.,  and  it  will  be  seen  that  the  npper 
half  of  the  Red  Sea  is  north  of  the  tropic  of  Cancer ;  the  lower  half,  is  to  the  south  of  it ;  that  the  latter  is 
within  the  northeast  trade-wind  region  ;  the  foi'uier,  in  the  region  Avhere  the  southwest  passage  winds  are 
the  prevailing  winds. 

The  River  Tigris  is  probably  evaporated  from  the  upper  half  of  this  sea  by  these  winds;  while  the 
northeast  trade-winds  take  np  from  the  lower  half  those  vapors  which  feed  the  Nile  with  rain,  and  which 
the  clouds  deliver  to  the  cold  demands  of  the  Mountains  of  the  Moon.  Thus,  there  are  two  "  wind-roads" 
crossing  this  sea:  to  the  windward  of  it,  each  wind-path  is  through  a  rainless  region  ;  to  the  leeward  there 
is,  in  each  case,  a  river  to  cross. 

The  Persian  Gulf  lies  for  the  most  part  in  the  track  of  the  southwest  winds;  to  the  windward  of  the 
Persian  Gulf  is  a  desert ;  to  the  leeward,  the  River  Indus.  This  is  the  way  in  which  theory  would  require 
the  vapor  from  the  Red  Sea  and  Persian  Gulf  to  be  conveyed  ;  and  this  is  the  direction  in  which  we  find 
indications  that  it  is  conveyed.  Por  to  leeward  do  we  find,  in  each  case,  a  river,  telling  to  us,  by  signs  not 
to  be  mistaken,  that  it  receives  more  water  from  the  clouds  than  it  gives  back  to  the  winds. 

Is  it  not  a  curious  circumstance  that  the  winds  which  travel  the  road  suggested  from  the  southern 
hemisphere,  should,  when  they  touched  the  earth,  on  the  polar  side  of  the  tropic  of  Cancer,  be  so  thirsty, 
more  thirsty,  much  more,  than  those  which  travel  on  either  side  of  their  path,  and  which  are  supposed  to 
have  come  from  southern  seas,  not  from  southern  lands  ? 

The  Mediterranean  has  to  give  those  winds  three  times  as  much  vapor  as  it  receives  from  them;  the 
Red  Sea  gives  them  as  inucli  as  they  will  take,  and  receives  nothing  back  in  return;  the  Persian  Gulf  also 


GEOLOGICAL   AGENCY    OF   THE   WINDS.  175 

gives  more  than  it  receives.  What  becomes  of  the  re.st?  Doubtless  it  is  given  to  the  winds,  that  tliey 
may  bear  it  off  to  distant  region.^;,  and  maliC  lands  fruitful,  that  but  for  these  sources  of  supply  would  be 
almost  rainless,  if  not  entirely  arid,  waste,  and  barren. 

These  seas  and  arms  of  the  ocean  now  present  themselves  to  the  mind  as  counterpoises  in  llie  ,LM-eat 
hygrometical  machinery  of  the  earth.  As  sheets  of  water  placed  where  they  are,  to  balance  the  land  in 
the  trade-wind  region  of  South  America,  and  South  Africa,  they  now  present  themselves.  "When  the 
foundations  of  the  earth  were  laid,  we  know  who  it  was  that  "measured  the  waters  in  the  hollow  of  his 
hand,  and  meted  out  the  heavens  with  a  span,  and  comjirehended  the  dust  of  the  earth  in  a  measure,  and 
weighed  the  mountains  in  scales,  and  the  hills  in  a  balance." 

Here,  then,  we  see  harmou}^  in  the  winds,  design  in  the  mountains,  order  in  the  sea,  arrangement  in 
the  dust.  Here  are  signs  of  beauty  and  works  of  grandeur;  aud  we  may  now  fancy  that,  in  this  exquisite 
system  of  adaptations  and  compensations,  we  can  almost  behold,  in  the  Red  and  Jtlediterranean  Seas,  the 
very  waters  that  were  held  in  the  hollow  of  the  Almighty  hand,  when  he  weighed  the  Andes  aud  balanced 
the  hills  of  Africa  in  his  comprehensive  scales. 

In  that  great  inland  basin  of  Asia  which  holds  the  Caspian  Sea,  and  embraces  an  arrcar  of  one  million 
and  a  half  of  geographical  square  miles  of  land,  we  see  the  water  surface  so  exquisitely  adjusted,  that  it  is 
just  sufficient,  and  no  more,  to  return  to  the  atmosphere  as  vapor,  exactly  as  much  moisture  as  the  atmo- 
sphere lends  in  rain  to  the  rivers  of  that  basin. 

Thus  we  may  regard  the  Mediterranean,  the  Red  Sea,  and  Persian  Gulf  as  relays,  distributed  along 
the  route  of  these  thirsty  winds  from  the  continents  of  the  other  hemisphere,  to  supply  them  with  vapors, 
or  to  restore  to  them  that  which  they  have  left  behind  to  feed  the  sources  of  the  Amazon,  the  Niger,  and 
the  Congo.  ••         ■  •  ■  . 

In  contemplating  the  office  of  the  winds  in  the  distribution  of  moisture  over  the  earth,  we  may  liken 
them  to  messengers  that  are  heavily  tasked,  being  laden  with  as  much  as  the}'  can  bear.  The  load  of 
water  given  to  them  to  carry  away  from  the  sea  into  the  recesses  of  the  most  distant  mountains,  becomes 
too  heavy,  and  there  it  is  precipitated  as  mountain  torrents.  There  is  then  a  change  of  temperature ;  the 
atmosphere  is  invigorated;  and  straightway  the  winds  commence  to  lift  up  their  load  again;  taking,  as 
before,  a  large  portion  of  that  which  they  had  just  let  down  to  rest.     Thus: — 

A  change  occurs  in  the  sublime  economy,  by  which  to-day  the  winds  are  relieved  of  their  load  in  one 
part  of  the  valley  of  the  west ;  they  precipitate  and  pass  on.  To-morrow  fresh  air  arrives ;  and  it  commences 
straightway  to  take  up  this  load  again — to  evaporate  from  leaf,  twig,  and  soil  all  the  moisture  it  can  find, 
and  to  bear  it  off  to  make  rains  for  the  lake  country  or  some  other  land. 

The  change  of  temperature  from  day  to  day  accomplishes  important  ends  in  the  grand  arrangement 
for  giving  circulation  to  moisture  and  rains  to  the  earth.  According  to  the  beautiful  series  of  observations, 
which,  at  my  request,  a  brother  officer*  conducted  upon  the  habits  of  the  Mississippi  River  as  it  passes 


Robert  A.  Marr,  U.  S.  N. 


176  TUK  WIND  AND  CUKRENT  CUAETS. 

Memphis  in  Tennessee,  it  appears  that  only  about  one-sixth  of  the  water  that  is  rained  in  that  valley- 
reaches  the  ocean  through  that  river.  The  other  live-sixths  are  taken  up  again  into  the  air,  and  are  carried 
off  in  the  general  channels  of  circulation  to  supply  other  systems  of  lake  and  river  basins.  But  these  five^ 
sixths  come  from  the  seas;  the  clouds  let  them  down  in  the  Mississippi  Valley  to  rest,  but  the  winds  take 
them  up  again  ;  and  so  they  may  be  taken  up  and  let  down  many  times  before  they  reach  the  sea  again'; 
for  from  the  sea  they  originally  came,  and  to  the  sea  they  are  ultimately  bound. 

The  hypothesis  that  the  winds  from  South  Africa  and  America  do  take  the  course  through  Europe 
and  x\sia  which  I  have  marked  out  for  them  (Plate  IV.)  is  supported  by  so  many  coincidences,  to  say  the 
least,  that  we  arc  entitled  to  regard  it  as  probably  correct,  until  a  train  of  coincidences  as  striking  can  be 
adduced  to  show  that  such  is  not  the  case.  >      ■  ,■,,:■ 

Returning  once  more  to  a  consideration  of  the  geological  agency  of  the  winds  in  accoimting  for  the 
depression  of  the  Dead  Sea,  we  now  sec  the  f:xct  most  strikingly  brought  out  before  us,  that  if  the  Straits 
of  Gibraltar  were  to  be  barred  up,  so  that  no  water  could  pass  through  them,  we  should  have  a  great 
depression  of  water  level  in  the  Mediterranean.  Tliree  times  as  much  water  is  evajiorated  from  that  sea  as 
is  returned  to  it  through  the  rivers.  A  portion  of  Avater  evaporated  from  it  is  probably  rained  down  and 
returned  to  it  through  the  rivers;  but — supposing  it  to  be  barred  up — as  the  demand  upon  it  for  vapor  ■ 
would  exceed  the  supply  by  rains  and  rivers,  it  would  commence  to  dry  up.  As  it  sinks  down,  the  area 
exposed  for  evaporation  would  decrease,  and  the  supplies  to  the  rivers  would  diminish,  until  finally  there 
would  be  established  between  the  evaporation  and  precipitation  an  equilibrium,  as  in  the  Dead  and  Caspian 
Seas ;  but,  for  aught  we  know,  the  water  level  of  the  Mediterranean  might,  before  this  equilibrium  were 
attained,  have  reached  a  stage  far  below  that  of  the  Dead  Sea  level.         

The  Lake  Tadjura  is  now  in  the  act  of  attaining  such  an  equilibrium — there  r      connected  with  it  the 
remains  of  a  channel  by  which  the  water  ran  into  the  sea;  but  the  surface  of  th     lake  is  now  500  feet, 
below  the  sea  level,  and  it  is  salting  up.     If  not  in  the  Dead  Sea,  do  we  not,  in  the  valley  of  this  lake,  find 
outcropping  some  reason  for  the  question :  What  have  the  winds  had  to  do  with  the  phenomena  before  us  ? 

The  winds,  in  this  sense,  are  geological  agents  of  great  power.     It  is  not  impossible  but  that  they  may 
afford  us  the  means  of  comparing,  directly,  geological  events  which  had  taken  place  in  one  hemisphere, 
with  geological  events  in  another:  e.  g.  the  tops  of  the  Andes  Avere  once  at  the  bottom  of  the  sea.     Which 
is  the  oldest  formation,  that  of  the  Dead  Sea,  or  the  Andes?     If  the  former  be  the  older,  then  the  climate' 
of  the  Dead  Sea  must  have  been  hygrometrically  very  different  from  what  it  now  is. 

In  regarding  the  winds  as  geological  agents,  we  can  no  longer  consider  them  as  the  type  of  instability. 
We  rather  behold  them  now  in  the  light  of  ancient  and  faithful  chroniclers,  which,  upon  being  rightly 
consulted,  will  reveal  to  us  trutlis  which  nature  has  written  u}ion  their  wings  in  characters  as  legible  and 
enduring  as  she  has  ever  engraved  the  history  of  geological  events  upon  the  tablet  of  the  rock. 

The  waters  of  Lake  Titicaca,  which  receives  the  drainage  of  the  great  inland  basin  of  the  Andes,  are 
only  brackish,  not  salt.  Ilence,  we  may  infer  that  this  lake  has  not  been  standing  long  enough  to  become 
brine,  like  the  watei's  of  the  Dead  Sea ;  consequently,  it  belongs  to  a  more  recent  period.     On  the  other 


ox    THK    SALTXESS    OF    THE    SEA.  177 

hand,  it  will  also  be  iuterestiiig  to  bear  tbat  my  I'rieud,  L'aj)tuiu  Lynch,  inloi-ms  me  that,  in  his  exploration 
of  the  Dead  Sea,  he  saw  Avhat  he  took  to  be  the  dry  bed  of  a  river  that  once  flowed  fi-oin  it.  And  thus  we 
have  two  more  links,  stout  and  strong,  to  add  to  the  circumstantial  evidence  going  to  sustain  the  testimony 
of  this  strange  and  fickle  witness  which  I  have  called  up  from  the  sea  to  testify  in  this  presence  concerning 
the  works  of  nature,  and  to  tell  us  which  be  the  older — the  Andes,  watching  the  stars  with  their  hoary 
heads ;  or  tlie  Dead  Sea,  sleeping  upon  its  ancient  beds  of  crystal  salt. 


OX  THE  SALTNESS  OF  THE  SEA. 


In  order  to  comprehend  aright  the  currents  of  the  sea,  and  to  study  with  advantage  the  system  of 
oceanic  circulation,  it  is  necessary  to  understand  the  effects  produced  by  the  salts  of  the  sea  upon  the 
equilibrium  of  its  waters ;  for  wherever  equilibrium  be  destroyed,  whether  in  the  air  or  water,  it  is  restored 
by  motion;  and  motion  among  fluid  particles  gives  rise  to  currents,  which,  in  turn,  constitute  circulation. 
The  question  is  often  asked,  "Why  is  the  sea  salt?"  I  think  it  can  be  shown  that  the  circulation  of  the 
ocean  depends,  in  a  great  measure,  upon  the  salts  of  sea-water. 

As  a  general  rule,  the  sea  is  nearly  of  a  uniform  degree  of  saltness,  and  the  constituents  of  sea-water 
are  as  constant  iu  their  properties  and  as  uniform  in  their  proportions  as  are  the  eomponeuts  (>[  the 
atmosphere. 

We  sometimes  come  across  arms  of  tlie  sea,  or  places  in  the  ocean,  where  we  find  the  water  more  salt 
or  less  salt  than  sea-water  is  generally ;  but  tliis  circumstance  is  due  to  local  causes  of  easy  explanation. 
For  instance:  When  we  come  to  an  arm  of  the  sea,  as  the  Eed  Sea,  upon  which  it  never  rains,  and  from 
which  the  atmosphere  is  continually  abstracting,  by  evaporation,  fresh  water  from  the  salt,  we  may 
naturally  expect  to  find  a  greater  proportion  of  salt  in  the  sea-water  that  remains  than  we  do  near  the 
mouth  of  some  great  river,  as  the  Amazon ;  or  in  the  regions  of  constant  precipitation,  or  other  parts, 
where  it  rains  more  than  it  evaporates ;  and  thougli  therefore  we  do  not  find  sea-water  from  all  parts  of  the 
ocean  actually  of  the  same  degree  of  saltness,  yet  we  do  find,  as  in  the  case  of  the  Ked  Sea,  sea-water  that 
is  continually  giving  off  to  evaporation  fresh  water  in  large  quantities;  nevertheless,  for  such  water,  there 
is  a  degree  and  a  very  moderate  degree  of  saltness  Avhicli  is  a  maximum ;  and  we  moreover  find  that 
though  the  constituents  of  sea-water,  like  those  of  the  atmosphere,  are  not  for  every  place  invariably  the 
same  as  to  their  proportions,  yet  they  are  the  same  or  nearl^^  the  same  as  to  their  character. 

When,  therefore,  we  take  into  consideration  the  foct  that,  as  a  general  rule,  sea-water  is,  with  the 
exception  above  stated,  everywhere  and  always  the  same,  we  find  grounds  on  which  to  base  the  conjecture 
that  the  ocean  has  its  system  of  circulation  which  is  probabl}^  as  complete  and  not  less  wonderful  than  is 
the  circulation  of  blood  through  our  system. 

In  order  to  investigate  the  currents  of  the  sea,  and  to  catch  a  glimpse  of  the  laws  by  which  the  circu- 
lation of  its  waters  is  governed,  hypothesis,  in  the  present  meagre  state  of  absolute  knowledge  with  regard 
to  the  subject,  seems  to  be  as  necessary  to  progress  as  is  a  corner-stone  to  a  building.  To  make  progress 
23 


178  TUE    WIND   AXD   CUKKENT   CUAKTri. 

with  such  investigations,  we  want  something  to  biiild  Tipon.  In  the  absence  of  facts,  we  are  sometimes 
permitted  to  suj^pose  them ;  only,  in  making  the  selection  of  the  various  hj^potheses  which  are  suggested, 
we  are  bound  to  jDrefer  that  one  to  which  the  greatest  number  of  phenomena  will  be  reconciled.  When 
we  have  found,  tried,  and  offered  such  an  one,  we  are  entitled  to  claim  for  it  a  respectful  consideration  at 
least,  until  we  discover  it  leading  ns  into  some  palpable  absurdity ;  or  until  some  other  hypothesis  be 
suggested  which  will  account  equally  Avell,  but  for  a  greater  number  of  phenomena.  Then,  as  honest 
searchers  after  truth,  we  should  be  ready  to  give  up  the  formei',  adopt  the  latter,  and  to  try  it  until  some 
other  better  than  either  of  the  two  be  offered. 

With  this  undei'standing,  I  venture  to  offer  an  hypothesis  wif-h  regard  to  the  agency  of  the  salts  or 
solid  matter  of  the  sea  in  imparting  dynamical  force  to  the  waters  of  the  ocean  in  their  system  of  circu- 
lation, and  to  suggest  that  one  of  the  purposes  which  in  the  grand  design  it  was  probably  intended  to 
accomjilish  by  having  the  sea  salt,  and  not  fresh,  was  to  impart  to  its  waters  the  forces  and  the  jiowers 
necessary  to  make  their  circulation  complete. 

In  the  first  place,  we  do  but  conjecture  when  we  say  that  there  is  a  set  of  currents  in  the  sea,  and  a 
system  of  circulation  in  the  sea,  by  whicli  its  waters  are  conveyed  from  place  to  place,  with  regularity, 
certainty,  and  order.  But  this  conjecture  appears  to  be  founded  on  reason;  for  if  we  take  a  sample  of 
water  which  shall  fiiirly  represent,  in  the  proportion  of  its  constituents,  the  average  Avater  of  the  Pacific 
Ocean,  and  analyze  it — and  if  we  do  the  same  by  a  similar  sample  from  the  Atlantic,  we  shall  find  the 
analysis  of  the  one  to  resemble  that  of  the  other  as  closely  as  though  the  two  samples  had  been  taken  from 
the  same  bottle  after  having  been  well  shaken.  How  then  shall  we  account  for  this,  unless  upon  the 
supposition  that  sea-water  from  one  part  of  the  world  is  in  the  process  of  time  brought  into  contact  and 
mixed  up  with  sea- water  from  all  other  parts  of  the  world?  Agents,  thei'efore,  it  would  seem,  are  at  work, 
Avhich  shake  up  the  waters  of  the  sea  as  though  they  were  in  a  bottle,  and  which,  in  the  course  of  time, 
mingle  those  that  are  in  one  part  of  the  ocean  with  those  that  are  in  another,  as  thoroughly  and  completely 
as  it  is  possible  for  man  to  do  by  shaking  them  in  a  vessel  of  his  own  construction. 

This  fact  as  to  uniformity  of  components,  appears  to  call  for  the  hypothesis  that  sea-water,  which  to- 
day is  in  any  part  of  the  ocean,  will,  in  the  process  of  time,  be  found  in  another  part  the  most  remote.  It 
must,  therefore,  be  cai'ried  about  by  currents ;  and  as  those  currents  have  their  offices  to  perform  in  the 
terrestrial  economy,  they  probably  do  not  flow  b)^  chance,  but  in  obedience  to  physical  laws ;  they  no  doubt, 
therefore,  maintain  the  order  and  preserve  the  harmony  which  characterize  every  department  of  God's 
handiwork,  upon  the  threshold  of  which  man  has  yet  been  permitted  to  stand,  to  observe,  or  to  compre- 
hend. 

And  thus,  by  a  process  of  reasoning  which  is  perfectly  philosophical,  we  are  led  still  farther  to  con- 
jecture that  there  arc  regular  and  certain,  if  not  appointed  channels,  thi'ongh  which  the  water  travels  fronr 
one  part  of  the  ocean  to  another,  and  that  those  channels  belong  to  an  arrangement  which  may  make,  and, 
for  aught  we  know  to  the  contrary,  which  does  make  the  system  of  oceanic  circulation  as  complete,  as 
perfect,  and  as  harmonious  as  is  that  of  the  atmosphere  or  the  blood.     Every  drop  of  water  in  the  sea  is  as 


ox    TIIK    SALTN'ESS    OV   TIIK    SKA.  179 

obedient  to  law  and  order,  as  are  tlie  incinbers  of  tlie  heavenly  host  in  the  remotest  region  of  si)acc.  For, 
when  the  morning  stars  sang  together,  "the  waves  also  lilted  up  their  voiee"'  in  the  Alniiglity  authcni ;  and 
doubtless,  tlierelbre,  the  harmony  in  the  depths  of  the  ocean  is  in  tune  with  that  which  comes  from  the 
spheres  above.  We  cannot  doubt  it.  For,  were  it  not  so,  were  there  no  channels  of  circulation  from  one 
ocean  to  another;  and  if,  according! v,  the  waters  of  the  Atlantic  were  confined  to  the  Atlantic,  or  if  the 
waters  of  the  arms  and  seas  of  the  Atlantic  were  confined  to  these  arms  and  seas,  and  had  no  channels  of 
circulation  by  which  they  could  pass  out  into  the  ocean,  and  traverse  diftcrent  latitudes  and  climates,  then 
the  waters  of  these  arms  and  seas  wouhl,  as  to  their  constituents,  become,  in  the  process  of  time,  very  differ- 
ent from  the  sea-waters  in  other  parts  of  the  world. 

For  instance,  take  the  Eed  Sea  and  the  ilediterranean  by  way  of  illustration ;  upon  the  Eed  Sea  there 
is  no  precipitation.  It  is  in  a  rainless  region;  not  a  river  runs  down  it;  not  a  brook  empties  into  it ;  there- 
fore, there  is  no  process  by  which  the  salts  and  washings  of  the  earth  which  are  taken  up  and  held  in  solu- 
tion by  rain  or  river  water,  can  be  brought  down  into  the  Bed  Sea.  The  air  takes  up  from  it  in  the  process 
of  evaporation  fresh  water,  leaving  behind  all  the  solid  matter  which  the  sea  there  holds  in  solution. 

On  the  other  hand,  numerous  rivers  discharge  into  the  Mediterranean ;  some  of  which  are  filtered 
through  soils,  and  among  minerals  which  yield  one  kind  of  salts  or  soluble  matter;  another  river  runs 
through  a  limestone  or  volcanic  region  of  country,  and  brings  down  in  solution  solid  matter;  it  maybe 
common  salt,  sulphate  or  carbonate  of  lime,  nuxgnesia,  soda,  potash,  or  iron ;  either  or  all  may  be  in  its 
waters.  Still,  the  constituents  of  sea-water  from  the  Mediterranean,  and  of  sea- water  from  the  Eed  Sea,  are 
quite  the  same.  But  the  waters  of  the  Dead  Sea  have  no  connection  with  those  of  the  ocean  :  they  are  cut 
ofl'from  its  channels  of  circulation ;  and  are  therefore  quite  different,  as  to  their  components,  from  any  arm, 
frith,  or  gulf  of  the  broad  ocean.* 

How,  therefore,  shall  we  account  for  this  sameness  of  compound,  but  upon  the  supposition  of  a  general 
system  of  circulation  in  the  ocean,  by  which,  in  the  process  of  time,  water  from  one  part  is  conveyed  to 
another  part  the  most  remote,  and  by  which  a  general  interchange  and  commingling  of  the  waters  take 
place  ? 

In  like  manner,  the  constituents  of  the  atmosphere,  whether  it  be  analyzed  at  the  equator  or  the  poles, 
are  the  same.     By  cutting  ofi"  and  shutting  up  from  the  general  channels  of  circulation  any  portion  of  sea- 


*  "Xhc  solid  constituents  of  sea-water  amount  to  about  .3.]  per  cent,  of  its  -weight,  or  nearly  half  an  ounce  to  the  pound.  Its  salt- 
ness  may  be  considered  as  a  necessary  result  of  the  present  order  of  things.  Rivers  which  are  constantly  flowing  into  the  ocean,  contain 
salts,  varying  in  amount  from  10  to  50  and  even  100  grains  per  gallon.  They  are  chiefly  common  salt,  sulpliatc  and  carbonate  of  lime, 
magnesia,  soda,  potash,  and  iron;  and  these  are  found  to  constitute  the  distinguishing  characteristics  of  sea-water.  The  water  which 
evaporates  from  the  sea  is  nearly  pure,  containing  but  very  minute  traces  of  salts.  Falling  as  rain  upon  the  land,  it  washes  the  soil, 
percolates  through  the  roclcy  layers,  and  becomes  charged  with  saline  substances  which  are  borne  seaward  by  the  returning  currents. 
The  ocean,  therefore,  is  the  great  depository  of  everything  that  water  cau  dissolve  and  carry  down  from  the  surface  of  the  continents  ; 
and,  as  there  is  no  channel  for  their  escape,  they  of  coui-se  consequently  accumulate." — [reomans's  Chemislnj.) 

"The  case  of  the  sea,"  says  Fowner,  '-is  but  a  magnified  representation  of  what  occurs  in  every  lake  into  which  rivers  flow,  but 
from  which  there  is  no  outlet  except  by  evaporation.  Sueli  a  lake  is  invariably  a  salt  lake.  It  is  impossible  that  it  can  be  otherwise  ; 
and  it  is  rurinus  to  observe  that  this  condition  disappears  wlien  an  artificial  outlet  is  pi'oduced  for  the- waters.' 


180  THE  WIND  AXU  CURRENT  CHARTS. 

water,  as  in  the  Dead  Sea,  or  of  atmospheric  air,  as  in  mines  or  wells,  Ave  can  easily  fill  either  with  gases 
or  other  matter  that  shall  very  much  affect  its  character  and  alter  the  proportion  of  its  constituents. 

The  principal  agents  that  are  supjaosed  to  be  concerned  in  giving  circulation  to  the  atmosphere,  and  in 
preserving  the  ratio  among  its  components,  are  light,  heat,  electricity,  and  perhaps  magnetism  ;  bat  as  far 
as  the  motive  power  is  concerned,  or  that  agency  hj  which  the  atmosphere  that  may  now  be  within  the 
tropics,  is  wafted  to  the  poles,  heat  and  electricity  are  supposed  to  be  the  chief  among  them. 

But  with  regard  to  the  sea,  it  is  not  known  what  office  is  performed  by  electricity  and  magnetism,  in 
giving  dynamical  force  to  the  system  of  oceanic  circulation.  The  chief  motive  power  from  which  marine 
currents  dei-ive  their  velocity,  has  been  ascribed  to  heat ;  liut  a  close  study  of  the  agents  concerned,  has 
suggested  that  an  important — nay,  a  powerful  and  active  agency  in  the  system  of  oceanic  circulation  is  de- 
rived, through  the  instrumentality  of  the  winds,  of  marine  plants  and  animals,  from  the  salts  of  the  sea- 
water.     They  give  the  ocean  great  dynanucal  force. 

Let  us,  for  the  sake  of  illustration  and  explanation,  suppose  the  sea  in  all  its  parts — in  its  depths,  and 
at  the  surface,  at  the  equator,  and  about  the  ]ioles — to  be  of  one  uniform  temperature,  and  to  be  all  of  fresh 
water.  In  this  case,  there  would  be  nothing  of  heat  to  disturb  its  equili1)rium,  and  there  would  be  no 
motive  power  to  beget  currents,  or  to  set  the  water  in  motion  l)y  reason  of  the  difference  of  specific  gravity 
clue  to  water  at  diiYerent  densities  and  temperatures. 

As  yet,  we  have  not  taken  into  account,  in  this  supposition,  the  effects  of  the  winds  and  of  evaporation 
in  begetting  currents. 

Let  lis,  therefore,  take  them  into  account;  and  first  the  winds.  The  winds  by  their  force  create  partial 
surface  currents,  and  agitate  the  waters  to  a  certain  depth,  and  thus  would  give  rise  to  a  feeble  and  partial 
aqueous  circulation  in  the  supposed  sea  of  fresh  water  with  a  supposed  uniform  temperature. 

This,  then,  is  one  of  the  sources  whence  power  is  given  to  the  system  of  oceanic  circulation;  but, 
though  a  feeble  one,  it  is  one  which  exists  in  reality-,  and,  therefore,  need  not  be  regarded  as  hypothetical. 

Let  us  next  call  in  evaporation  and  precipitation,  that  we  may  examine  the  effects  of  another  and  a 
more  powerful  agent.  Suppose  the  evaporation  to  commence  from  this  imaginary  freshwater  ocean,  and 
to  go  on  as  it  does  from  the  seas  as  they  are.  In  those  regions,  as  in  the  trade-wind  regions,  where  evapo- 
ration is  in  excess  of  precipitation,  the  general  level  of  this  supposed  sea  would  be  altered,  and,  imme- 
diately, as  much  water  as  is  carried  off'  Ijy  evaporation  would  commence  to  flow  in  from  north  and  south 
towards  the  trade-wind  or  evaporating  region,  to  restore  the  level. 

On  the  other  hand,  the  winds  have  taken  this  vapor,  borne  it  off"  to  the  extra-tropical  regions  and  pre- 
cipitated it,  we  will  suppose,  where  pi-ecipitation  is  in  excess  of  evaporation.  Uere  is  another  alteration  of 
sea  level  by  elevation  instead  of  by  depression;  and  hence  we  have  the  motive  power  for  a  surface  current 
from  each  pole  towards  the  equator,  the  object  of  which  is  only  to  supply  the  demand  for  evaporation  in 
the  trade-wind  regions — demand  fn-  evaporation  being  taken  here  to  mean  the  difference  between  evapora- 
tion and  precipitation,  or  the  quantity  of  water  that  is  taken  up  into  the  air,  and  carried  off'  in  the  form  of 
vapor,  to  other  parts  as  before,  from  the  trade-wind  reoion. 


ON   THE    SAI,TMESS   OF   THE   SEA.  181 

So  fur,  we  only  derive  from  evaporation  and  precipitation  over  the  supposed  freshwater  sea,  a  sliglit 
surface  current  towards  the  equator,  and,  of  course,  we  have  the  forces  for  but  a  jiartial  oceanic  circulation. 

The  motive  power  of  such  a  current  woukl  be  gravitation,  acting  upon  an  incbned  plane. 

So  far  in  the  progress  of  illustration  we  have  apparent  counteraction  ;  for  we  have,  on  one  hand,  the 
sea  level  lowered  in  the  equatorial  regions  bj  evaporation,  and  raised  by  the  expansive  force  of  heat  on  the 
other ;  we  have  also  the  seadevel  of  the  polar  regions  raised  on  one  hand  by  precipitation,  and  lowered  on 
the  other  by  the  contraction  due  the  diminution  of  temperature  there.  But  this  counteraction  is  only  ap- 
parent ;  for  the  increase  of  temperature  about  the  equatorial,  and  the  decrease  of  it  about  the  polar  regions, 
can  onl}'  produce  a  certain  elfect,  which,  like  the  effect  of  the  centri])etal  force  upon  the  figure  of  the  earth, 
ia  elevating  the  seadevel  at  the  equator,  becomes  nearly  a  constant,  and  which,  like  every  other  constant  in 
nature,  is  compensated;  Avhereas,  the  process  of  evaporation  and  precipitation  lieing  continued,  the  differ- 
ence of  level  created  by  these  in  different  parts  of  the  ocean,  is  accumulative  and  not  constant.  It  there- 
fore remains  for  currents  to  restore. 

We  have  now  traced  from  their  princi])les  of  action  the  effect  of  two  agents,  which,  in  a  sea  of  fresh 
water,  would  teud  to  create  currents,  and  to  beget  a  system  of  aqueous  circulation ;  but  a  set  of  currents 
and  a  system  of  circulation,  which,  it  is  readily  perceived,  would  bo  quite  different  from  those  which  we 
find  in  the  salt  sea.  One  of  these  agents  would  be  employed  in  restoring,  by  means  of  one  or  more  polar 
currents,  the  water  that  is  taken  from  one  part  of  the  ocean  by  evaporation,  and  deposited  in  another  by 
precipitation.  The  other  agent  would  be  employed  in  restoring,  by  the  forces  due  difference  of  specific 
gravity,  the  equilibrium,  which  has  been  disturbed  by  heating,  and  of  course  expanding,  the  waters  of  the 
torrid  zone  on  one  hand,  and  by  cooling,  and  consequently  comracting,  those  of  the  frigid  zone  on  the 
other.  This  agency  Avould,  if  it  were  not  modified  by  others,  iind  e.\])ression  in  a  system  of  currents  and 
counter  currents,  or  rather  in  a  set  of  surface  currents  of  warm  and  light  water,  from  the  ecpurtor  towards 
the  poles,  and  in  another  set  of  undercurrents  of  cooler,  dense,  and  heavy  water,  from  the  poles  towards 
the  equator. 

Such,  keeping  out  of  view  the  influence  of  the  winds,  which  we  may  suppose  would  be  the  same 
whether  the  sea  were  salt  or  fresh,  would  be  the  system  of  oceanic  circulation  were  the  sea  all  of  fresh 
water.  i3ut  fresh  water,  in  cooling,  begins  to  expand  near  the  temperature  of  40°,  and  expands  more  and 
more  till  it  reaches  the  freezing  point,  and  ceases  to  be  fluid.  This  law  of  expansion  by  cooliug,  would 
impart  a  pectdiar  feature  to  the  system  of  oceanic  circulation  were  the  waters  all  fresh.  Water  at  the  tem- 
perature of  40°  would  be  at  its  maximum  of  density.  Raise  or  lower  the  temperature  from  that,  and  the 
water  would  expand ;  of  course,  then,  it  would  grow  lighter,  and  ascend  to  the  surface.  Therefore,  when 
the  warm  waters  of  the  torrid  zone,  by  flowing  north,  and  cooling  down  to  40°,  for  instance,  should  meet 
tlie  cold  current  coming  from  the  polar  basin  with  a  temperature  of  o4°,  the  current  from  the  equator  being 
of  denser  water,  would  sink,  and  the  current  from  the  frigid  zone  would  then  appear  as  a  surfixce  current 
until  the  temperature  should  rise  to  40°,  for  example.  Ilere  the  current  from  the  equator  would  be  50°, 
we  may  suppose,  an<l  there  would  be  another  node  in  the  system  of  freshwater  circulation ;  for  here,  at 


182  THE  WIND  AND  CURRENT  CHARTS. 

this  latter  place  of  meeting,  the  current  from  the  polar  regions,  which  all  along  had  been  of  the  lighter 
water,  and  therefore  on  the  surface,  would  now  become  the  heaviei-,  disappear  from  the  surface,  sink,  and 
continue  its  course  as  an  undercurrent. 

If  this  train  of  reasoning  be  good,  we  may  infer  that,  in  a  system  of  oceanic  circulation,  the  dynamical 
force  to  be  derived  from  difference  of  temperature,  where  the  waters  are  all  fresh,  would  be  quite  feeble. 
And  that,  Avere  the  sea  not  salt,  we  should  probably  have  no  such  current  in  it  as  the  Gulf  Stream. 

So  far  we  have  been  reasoning  hypothetically,  to  show  what  would  be  the  chief  agents  exclusive  of  the 
winds  in  disturbing  the  equilibrium  of  the  ocean,  were  its  waters  fresh  and  not  salt.  And  whatever  dis- 
turbs equilibrium  there,  may  be  regarded  as  the  2^i'imum  mobile  in  the  system  of  marine  currents. 

Let  us  now  proceed  another  step  in  the  process  of  explaining  and  illustrating  the  eflect  of  the  salts  of 
the  sea  in  the  system  of  oceanic  circulation.  To  this  end,  let  us  suppose  this  imaginary  ocean  of  fresh 
Avater  suddenly  to  become  that  which  we  have,  viz :  an  ocean  of  salt  water,  which  contracts  as  its  temjierature 
is  lowered,  till  it  reaches  28°  or  therabout. 

Let  evaporation  now  commence  in  the  trade-wind  region,  as  it  was  supposed  to  do  in  the  case  of  the 
freshwater  seas,  and  as  it  actually  goes  on  in  nature — and  what  takes  place  ?  Why,  a  lowering  of  the  sea- 
level  as  before.  But  as  the  va])or  of  salt  water  is  fresh,  or  nearly  so,  fresh  water  only  is  taken  up  from  the 
ocean ;  that  which  remains  behind  is  therefore  more  salt.  Thus,  while  the  level  is  loAvered  in  the  salt  sea, 
the  equilibrium  is  destroyed  because  of  the  saltness  of  the  water ;  for  the  water  that  remains  after  the  eva- 
poration takes  place,  is,  on  account  of  the  solid  matter  held  in  solution,  specifically  heavier  than  it  was 
before  any  portion  of  it  Avas  converted  into  vapor. 

The  vapor  is  taken  from  the  surtace  Avater ;  the  surfice  Avater  thereby  becomes  more  salt,  and  conse- 
quently heavier  ;  it  therefore  sinks  ;  and  hence  Ave  have,  due  to  the  salts  of  the  sea,  a  vertical  circulation, 
viz:  a  descent  of  heavier — because  Salter  and  cooler — water  fr(Mii  the  surface,  and  an  ascent  of  Avater  that 
is  lighter — because  it  is  not  so  salt — from  the  depths  below. 

This  A'apor,  then,  which  is  taken  up  from  the  evaporating  regions — by  which  is  meant  those  regions 
Avherc  the  evaporation  is  greater  than  the  precipitation — is  carried  by  the  winds  through  their  channels  of 
circulation  and  poured  back  into  the  ocean  Avhere  the  regions  of  precipitation  are  ; — and  by  the  regions  of 
precipitation,  I  mean  those  parts  of  the  ocean,  as  in  the  polar  basins,  Avhere  the  ocean  receives  more  fresh 
Avater  in  the  shape  of  rain,  snow,  &c.,  than  it  returns  to  the  atmosphere  in  the  shape  of  vapor. 

In  the  precipitating  regions,  therefore,  the  level  is  destroyed,  as  before  explained,  by  elevation ;  and  in 
the  eva})orating  regions,  by  depression ;  Avhieh,  as  already  stated,  gives  rise  to  a  system  of  surface  currents 
moved  by  gravity  alone  from  the  poles  towards  the  equator. 

But  Avc  are  now  considering  the  effects  of  evaporation  and  precipitation  in  giving  impulse  to  the  circu- 
lation of  the  ocean  where  its  Avaters  are  salt. 

The  fresh  Avatcr  that  has  been  taken  from  the  evaporating  regions  is  deposited  upon  those  of  precipita- 
tion, which,  fn-  illustration  merely,  Ave  Avill  locate  in  the  north  polar  basin.  Among  the  sources  of  supply 
of  fresh  Avatov  f  >r  this  basin,  we  must  include  not  only  the  preciiutation  Avhich  takes  place  over  the  basin 


ON   TIIK   HALTNESS   OK   TIIK   SEA.  183 

itself,  but  also  the  amount  of  frcsli  watei"  discharged  into  it  hj  the  rivei'-s  of  the  great  hydrographical  basins 
of  Arctic  Europe,  Asia,  and  America. 

This  fresh  ■water,  being  emptied  into  \\[c  J'olar  Sea,  and  agitated  by  the  winds,  becomes  mixed  with 
I  lie  salt ;  but  as  the  agitation  of  the  sea  by  the  winds  extends  to  no  gi-eat  deiith,  it  is  only  the  upper  layer 

I  of  salt  water,  and  that  to  a  moderate  depth,  which  becomes  mixed  with  the  fresh.     The  specilic  gravity  of 
this  up])er  hiyer,  therefore,  is  diminished  just  as  much  as  the  s[)ccific  gravity  of  the  sea-water  in  the  evajio- 

II  rating  regions  was  increased.     And  thus  we  have  a  surface  current  of  saltish  water  from  the  poles  towards 

the  equator,  and  an  undercurrent  of  water,  Salter  and  heavier,  from  the  equator  towards  the  poles.     This 

« undercurrent  supplies  in  a  great  measure  the  salt  wdiich  the  ujiper  curi-ent,  freighted  with  fresh  water  fi-oni 
I' 
the  clouds  and  rivers,  carries  back. 

Thus  it  is  to  the  salts  of  the  sea,  that  we  owe  that  feature  in  the  system  of  oceanic  circulation  which 

!  causes  an  undercurrent  to  flow  from  the  Mediterranean  into  the  Atlantic,  and  another  from  the  Eed  Sea 
into  the  Indian  Ocean.  And  it  is  evident,  since  neither  of  these  seas  is  salting  up — that  just  as  much,  or 
nearly  just  as  much  salt  as  the  undercurrent  brings  out,  just  so  much  must  the  u^jper  currents  carry  in. 

We  now  begin  to  perceive  what  a  powerful  impulse  is  derived  from  the  salts  of  the  sea,  in  giving 
effective  and  active  circulation  to  its  waters. 

Hence,  we  infer  that  the  currents  of  the  sea,  by  reason  of  its  saltness,  attain  their  maximum  of  volume 
and  velocity.  Hence,  too,  we  infer  that  the  transportation  of  warm  water  from  the  ecpiator  towards  the 
frozen  regions  of  the  poles,  and  of  cold  water  from  the  frigid  towards  the  torrid  zone,  is  facilitated  ;  and 
consequently  here,  in  the  saltness  of  the  sea,  have  we  not  an  agent  by  which  climates  are  mitigated — by 
which  they  are  softened  and  rendered  much  more  salubrious  than  it  would  be  possible  for  them  to  be,  were 
the  waters  of  the  ocean  deprived  of  this  property  of  saltness  ? 

If  these  inferences  as  to  the  influence  of  the  salts  upon  the  currents  of  the  sea  be  correct,  the  same 
cause  which  jiroduces  an  undercurrent  from  the  Mediterranean,  and  an  undercurrent  from  the  Eed  Sea 
into  the  ocean,  should  produce  an  undercurrent  from  the  ocean  into  the  north  polar  basin — it  being  sup- 
posed merely,  for  the  present,  that  there  is  a  surface  current  through  Davis's  Straits,  always  setting  out  of 
the  Polar  Sea.  In  each  case,  the  hypothesis  with  regard  to  the  part  performed  by  the  salt,  in  giving  vigor 
to  the  system  of  oceanic  circulation,  requires  that,  counter  to  the  surface  current  of  water  with  less  salt, 
there  should  be  an  undercurrent  of  water  with  luore  salt  in  it. 

That  such  is  the  case  with  regard  both  to  the  Mediterranean  and  the  Red  Sea,  has  been  amply  shown 
in  other  parts  of  this  work,  and  abundantly  proved  by  other  observers. 

That  there  is  a  constant  current  setting  out  of  the  Arctic  Ocean  through  Davis's  and  other  straits  there- 
about, which  connects  it  with  the  Atlantic  Ocean,  is  generall}'  admitted.  Lieut.  De  Haven,  U.  S.  X.,  when 
in  command  of  the  American  expedition  in  seai'ch  of  Sir  John  Franklin,  was  frozen  uj)  with  his  vessels  in 
the  main  cliannel  of  "Wellington  Straits ;  and  during  the  nine  months  that  he  was  so  frozen,  his  vessels, 
holding  their  place  in  the  ice,  were  drifted  with  it  bodily  for  more  than  a  thousand  miles  towards  the  south. 


184  THE    WIND    AND    CUKKENT    CHAKTS. 

The  ice  in  wliicli  tliey  were  bound  was  of  sea- water,  and  the  currents  by  which  they  were  drifted  were 
of  sea- water — only,  it  may  be  supposed,  the  latter  were  not  quite  so  salt  as  the  sea-water  generally  is. 

Then,  since  there  is  salt  always  flowing  out  of  the  north  polar  basin,  there  must  be  salt  always  flowing 
into  it;  else,  it  would  either  become  fresh  or  the  whole  Atlantic  Ocean  would  be  finally  silted  up  with  salt. 

It  might  be  supposed,  were  there  no  evidence  to  the  contrary,  that  this  salt  was  supplied  to  the  polar 
seas  from  the  Atlantic  around  North  Cape,  and  from  the  Pacific  through  Behring's  Straits,  and  through  no 
other  channels. 

But  fortunately  Arctic  voyagers,  who  have  cruised  in  the  direction  of  Davis's  Straits,  have  afforded  us 
proof  positive  as  to  the  fact  of  this  other  source  for  supplying  the  polar  seas  with  salt.  They  tell  iis  of  an 
undercurrent  setting  from  the  Atlantic  towards  the  polar  basin.  They  describe  huge  icebergs  with  tops 
reacliing  high  up  in  the  air,  and  of  course  the  bases  of  which  extend  far  down  into  the  depths  of  the  ocean, 
ripping  and  tearing  their  way,  with  terrific  force  and  awful  violence,  through  the  surface  ice  or  against  a 
surface  current. 

Passed  Midshipman  S.  P.  Griffin,  who  commanded  the  brig  Eescue,  in  the  American  searching 
expedition  after  Sir  John  Franklin,  informs  me  that  on  one  occasion  the  two  vessels  were  endeavoring  to 
warp  up  to  the  northward  in  or  near  Wellington  Channel,  against  a  strong  surface  current,  which  of  course 
was  setting  to  the  south ;  and  that  while  so  engaged  an  iceberg,  with  its  top  many  feet  above  the  water, 
came  "  drifting  up,"  from  the  south,  and  passed  by  them  "  like  a  shot,"  although  they  were  stemming  a 
surfiice  current  against  both  the  berg  and  themselves.  Such  was  the  force  and  velocity  of  the  under- 
current, that  it  carried  the  berg  to  the  northward  faster  than  the  crew  could  warp  the  vessel  against  a 
surface  but  counter  current. 

Capt.  Duncan,  Master  of  the  English  whale  ship  Dundee,  says,  at  page  76  of  liis  interesting  little 
narrative : — •  .  •       ■ 

'■^  Bee.  18  (1826). — It  was  awful  to  behold  the  immense  icebergs  working  away  to  the  northeast 
from  us,  and  not  one  drop  of  water  to  be  seen  ;  they  were  working  themselves  right  through  the  middle  of 
the  ice."  , 

And  again  at  page  92,  &c. : — ■ 

''Ftb.  23.— Latitude  68°  37'  N. ;  longitude  about  (33°  W. 

"The  dreadful  apprehensions  that  assailed  us  yesterday,  by  the  near  approach  of  the  iceberg,  were  this 
day  most  awfully  verified.  About  3  P.  M.,  the  iceberg  came  in  contact  with  our  floe,  and  in  less  than  one 
minute  it  broke  the  ice ;  we  were  frozen  in  quite  close  to  the  shore ;  the  floe  was  shivered  to  pieces  for 
several  miles,  causing  an  explosion  like  an  earthquake,  or  one  hundred  pieces  of  heavy  ordnance  fired  at 
the  same  moment.  The  iceberg,  with  awful  but  majestic  grandeur  (in  height  and  dimensions  resembling  a 
vast  mountain),  came  almost  up  to  our  stern,  and  every  one  expected  it  would  have  run  over  the  ship.  *     * 

"The  iceberg,  as  has  been  before  observed,  came  up  very  near  to  the  stern  of  our  ship;  the  intermediate 
space  between  the  berg  and  the  vessel  was  filled  with  masses  of  heavy  ice,  which,  though  they  had  been 
previously  broken  by  the  immense  weight  of  the  berg,  were  again  formed  into  a  compact  body  by  its  press- 


ON   THE   SALTXICSS    OF   THE    SEA.  185 

ure.     Tlic  berg  was  drifting  at  tlic  rate  of  abuut  ft)ur  knots,  and  by  its  force  on  the  mass  of  ice,  was 
pushing  the  ship  before  her,  as  it  appeared,  to  inevitable  destruction." 

"Feb.  2-i. — The  iceberg  still  in  sight,  but  driving  away  fast  to  the  N.  E." 

''Feb.  25. — The  iceberg  that  so  lately  threatened  our  destruction,  had  driven  completely  out  of  sight  to 
the  N.  E.  from  us." — Arctic  Regions  ;  Vo>/age  (o  Davis's  Sirail,  by  Dorea  Duncan,  Master  of  the  Ship  Dundee, 
1S26,  1827. 

Now  then  whence,  unless  from  the  diiierence  of  specific  gravity  due  sea-water  of  diflerent  degrees  of 
saltness,  can  we  derive  a  locomotive  power  with  force  sufficient  to  give  such  tremendous  masses  of  ice  such 
a  velocity? 

What  is  the  temperature  of  this  undercurrent?  Be  that  what  it  may,  it  is  prol)ably  above  the 
freezing  point  of  sea-water.  Suppose  it  to  be  at  o^°.  Break  through  the  ice  in  the  northern  seas,  and  the 
temperature  of  the  water  is  always  28°.  At  least,  Lieut.  De  Haven  so  found  it  in  his  long  imprisonment, 
and  it  may  be  supposed  that  as  it  was  with  him,  so  it  generally  is.  Assuming,  then,  the  water  of  the 
surface  current  which  runs  out  with  the  ice  to  be  all  at  28°,  we  observe  that  it  is  not  unreasonable  to 
suppose  that  the  water  of  the  undercurrent,  inasmuch  as  it  comes  from  the  south,  and  therefore  from 
•warmer  latitudes,  is  probably  not  so  cold ;  and  if  it  be  not  so  cold,  its  temperature  before  it  comes  out 
again  must  be  reduced  to  28°,  or  whatever  be  the  average  temperature  of  the  outer  but  surface  current. 

Moreover,  if  it  be  true,  as  some  philosophers  have  suggested,  that  there  is  in  the  depths  of  the  ocean 
a  line  from  the  equator  to  the  poles,  along  which  the  water  is  of  the  same  temperature  all  the  way,  then 
the  question  may  be  asked :  Should  we  not  have  in  the  depths  of  the  ocean,  a  sort  of  isothermal  floor,  as  it 
were,  on  the  upper  side  of  which  all  the  changes  of  the  temperature  are  due  to  agents  acting  from  above, 
and  on  the  lower  side  of  which  the  changes,  if  any,  are  due  to  agents  acting  from  below  ? 

This  lender  polar  current  water  then,  as  it  rises  to  the  top,  and  is  brought  to  the  surfiice  by  the 
agitation  of  the  sea  in  the  Arctic  regions,  gives  out  its  surplus  heat  and  warms  the  atmosphere  there  till 
the  temperature  of  this  warm  undercurrent  water  is  lowered  to  the  requisite  degree  for  going  out  on  the 
surface.     Hence  the  water-sky  of  those  regions.    - 

And  the  heat  that  it  loses  in  falling  from  its  normal  temperature,  be  that  what  it  mav,  till  it  reaches 
the  temperature  of  28°,  is  so  much  caloric  set  free  in  the  polar  regions,  to  temper  the  air  and  mitigate  the 
climate  there.  Now  is  not  this  one  of  those  modifications  of  climate,  which  may  be  iairly  traced  back  to 
the  effect  of  the  saltness  of  the  sea  in  giving  energy  to  its  circulation? 

iloreover,  if  there  be  a  deep  sea  in  the  polar  basin,  which  serves  as  a  receptacle  for  the  waters  brought 
into  it  by  this  undercurrent,  which,  because  it  comes  from  towards  the  equatorial  regions,  comes  from  a 
milder  climate,  and  is,  therefore,  warmer,  we  can  easily  imagine  why  there  might  be  an  open  sea  in  the 
polar  regions — why  Lieut.  De  Haven,  in  his  instructions,  was  directed  to  look  for  it;  and  why  both  he  and 
Captain  Penny,  of  one  of  the  English  searching  vessels,  found  it  there. 

And  in  accounting  for  this  polynia,  we  see  that  its  existence  is  not  only  consistent  with  the  hypothesis 
with  which  we  set  out  touching  a  perfect  system  of  oceanic  circulation,  but  that  it  may  be  ascribed,  in  a 
24 


186  THE  WIND  AND  CURRENT  CHARTS. 

great  degree  at  least,  if  not  wholly,  to  the  effect  produced  by  the  salts  of  the  sea  upon  the  mobility  and 
circulation  of  its  waters. 

Here  then,  is  an  office  which  the  sea  performs  in  the  economy  of  the  universe  by  virtue  of  its  sah- 
ness,  and  which  it  could  not  perform  were  its  waters  altogether  fresh.  And  thus  philosophers  have  a  clue 
placed  in  their  hands  Avhich  will  probably  guide  them  to  one  of  the  many  hidden  reasons  that  are  embraced 
in  the  true  answer  to  the  question,  "Why  is  the  sea  salt?" 

But  we  find  in  sea-water  other  matter  besides  common  salt.  Lime  is  dissolved  by  the  rains  and  the 
rivers,  and  emptied  in  vast  quantities  into  the  ocean.  Out  of  it,  coral  islands  and  coral  reefs  of  great 
extent — marl  beds,  shell  banks,  and  infusorial  deposits  of  large  dimensions,  have  been  constructed  by  the 
inhabitants  of  the  deep. 

These  creatures  are  endowed  with  the  power  of  secreting,  apparently  for  their  own  purposes,  only 
solid  matter,  which  the  waters  of  the  sea  hold  in  solution.  But  this  power  was  given  to  them  that  they  also 
might  fulfil  the  part  assigned  them  in  the  economy  of  the  universe.  For  to  them,  probably,  has  been 
allotted  the  important  office  of  assisting  in  giving  circulation  to  the  ocean,  and  of  helping  to  regulate  the 
climates  of  the  earth.     ,    .    ,/,      ,,  ,  ,     ;,         ,     ;,,    ,  ,.;   ,...,,.         ',,,    >_  i,,    •, 

The  better  to  comprehend  how  such  creatures  may  influence  currents  and  climates,  let  us  suppose  the 
ocean  to  be  perfectly  at  rest — that  throughout,  it  is  in  a  state  of  complete  equilibrium — that,  with  the 
excejition  of  those  tenants  of  the  deep  which  have  the  power  of  extracting  from  it  the  solid  matter  held  in 
solution,  there  is  no  agent  in  nature  capable  of  distributing  that  equilibrium — and  that  all  these  fish,  &c., 
have  suspended  their  secretions  in  order  that  this  state  of  a  perfect  aqueous  equilibrium  and  repose 
throughout  the  sea,  might  be  attained. 

In  this  state  of  things — the  watei's  of  the  sea  being  in  perfect  equilibrium — a  single  mollusk  or 
coralline,  we  will  suppose,  commences  his  secretions,  and  abstracts  from  the  sea-water  solid  matter  for  his 
shell.  In  that  act,  this  animal  has  destroyed  the  equilibrium  of  the  whole  ocean ;  for  the  specific  gravity  of 
that  portion  of  water  from  which  this  solid  matter  has  been  abstracted  is  altered.  Having  lost  a  portion  of 
its  solid  contents,  it  has  become  specifically  lighter  than  it  was  before;  it  must,  therefore,  give  place  to  the 
pressure  which  the  heavier  water  exerts  to  push  it  aside  and  occupy  its  place,  and  it  must  consequently 
travel  about  and  mingle  with  the  waters  of  the  other  parts  of  the  ocean  until  its  proportion  of  solid  matter 
is  returned  to  it,  and  until  it  attains  the  exact  degree  of  specific  gravity  due  sea-water  generally. 

How  much  solid  matter  does  the  whole  host  of  marine  plants  and  animals  abstract  from  sea-water 
daily  ?  Is  it  a  thousand  pounds,  or  a  thousand  millions  of  tons  ?  No  one  can  say.  Biit,  whatever  be  its 
weight,  it  is  so  much  of  the  power  of  gravity  applied  to  the  dynamical  forces  of  the  ocean.  And  this 
power  is  derived  from  the  salts  of  the  sea,  through  the  agency  of  sea-sheUs  and  other  marine  animals,  that 
of  themselves  scarcely  possess  the  power  of  locomotion.  Yet  they  have  power  to  pvit  the  whole  sea  iu 
motion,  from  the  equator  to  the  poles,  from  the  surface  to  the  bottom. 

Those  powerful  and  strange  equatorial  currents,  which  navigators  tell  us  they  encounter  in  the  Pacific 
Ocean — to  what  are  they  due  ?     Coming  from  sources  unknown,  they  are  lost  in  the  midst  of  the  ocean. 


! 


ON   THE   SALTNESS   OF   THE   SEA.  187 

They  appear  to  origiuatc  iu  the  open  sea,  and  in  the  open  sea  to  terminate.  How  far  ma}-  they  be  due  to 
the  derangement  of  ecpiilibriuni  arising  from  the  change  of  specific  gravity  caused  by  the  secretions  of  the 
myriads  of  marine  animals  that  ai'e  continually  at  work  in  those  jiarts  of  the  ocean?  These  ab.stract  froni 
sea-water  solid  matter  enough  to  build  continents  of. 

Thus,  when  we  consider  the  salts  of  the  sea  in  one  point  of  view,  we  see  the  winds  and  the  marine 
animals  operating  uj^on  the  waters,  and  in  certain  parts  of  the  ocean  deriving  from  the  solid  contents  of  the 
same,  those  very  principles  of  antagonistic  forces  which  hold  the  earth  in  its  orbit,  and  preserve  tlie 
harmonies  of  the  universe. 

The  sea-breeze  and  the  sea-shell,  in  performing  their  appointed  offices,  act  in  such  a  way  as  to  give 
rise  to  a  reciprocating  motion  in  the  waters;  thus  they  impart  to  the  ocean  dynamical  forces  for  its 
circulation.  '     ' 

The  sea-breeze  plays  upon  the  surface ;  it  converts  only  fresh  water  into  vapor,  and  leaves  the  solid 
matter  behind.  The  surface  water  thus  becomes  specifically  heavier,  and  sinks.  On  the  other  hand,  the 
little  marine  architect  below,  as  he  works  upon  his  coral  edifice  at  the  bottom,  abstracts  from  the  water 
there  a  portion  of  its  solid  contents ;  it,  therefore,  becomes  specifically  lighter,  and  up  it  goes,  ascending  to 
the  top  with  increased  velocity,  to  take  the  place  of  the  descending  column,  which,  by  the  action  of  the 
winds,  has  been  sent  down  loaded  with  fresh  food  and  materials  for  the  busy  little  mason  in  the  depths 
below. 

Seeing  then  that  the  inhabitants  of  the  sea  with  their  powers  of  secretion  are  competent  to  exercise  at 
least  some  degree  of  influence  in  disturbing  equilibrium— are  not  these  creatures  entitled  to  be  regarded  as 
agents  which  have  their  offices  to  perform  in  the  system  of  oceanic  circulation  ?  It  is  immaterial  how 
great  or  how  small  that  influence  may  be  supposed  to  be ;  for,  be  it  great  or  small,  we  may  rest  assured  it 
is  not  a  chance  influence,  but  it  is  an  influence  exercised — if  exercised  at  all — by  design,  and  according  to 
the  commandment  of  him  whose  "  voice  the  winds  and  the  sea  obey."  Thus  God  speaks  through  sea-shells 
to  the  ocean.  '  ■     '  •         ■  • 

It  may,  therefore,  be  supposed  that  the  arrangements  in  the  economy  of  nature  are  such  as  to  require 
that  the  various  kinds  of  marine  animals,  whose  secretions  are  calculated  to  alter  the  specific  gravity  of 
sea-water,  to  destroy  its  equilibrium,  to  beget  currents  in  the  ocean,  and  to  control  its  circulation,  should 
be  distributed  according  to  order. 

Upon  this  supposition — the  like  of  which  nature  warrants  throughout  her  whole  domain — we  may 
conceive  how  the  marine  animals  of  which  we  have  been  speaking,  assist  also  to  regulate  climates  and  to 
adjust  the  temperature  of  certain  latitudes.  For  instance,  let  us  suppose  the  waters  in  a  certain  part  of  the 
torrid  zone  to  be  70°,  but  by  reason  of  the  fresh  water  which  has  been  taken  from  them  in  a  state  of  vapor, 
and  consequently  by  reason  of  the  proportionate  increase  of  salts,  these  waters  are  heavier  than  waters 
that  may  be  cooler  but  not  so  salt.  This  being  the  case,  the  tendency  would  be  for  this  warm  but  salt  and 
heavy  water  to  flow  off  as  an  undercurrent  towards  the  polar  or  some  other  regions  of  lighter  water. 

Such  an  undercurrent,  by  reason  of  the  limited  conducting  powers  of  water  for  heat,  would  preserve 


188  THE  WIND  AND  CURRENT  CHARTS. 

its  liigh  temperature  for  a  length  of  time,  and  for  great  distances — cooling,  of  course,  somewhat  by 
the  way. 

This  undercurrent  may  be  freighted  with  heat  to  temper  some  hyperborean  region,  or  to  soften  some 
extra-tropical  climate ;  for  we  know  that  such  is  among  the  effects  of  marine  currents.     At  starting,  it      I 
might  have  been,  if  you  please,  so  loaded  with  solid  matter  that,  though  its  temperature  were  70°,  yet,  by 
reason  of  the  quantity  of  such  matter  held  in  solution,  its  specific  gravity  might  have  been  greater  than 
that  of  extra-tropical  sea- water  generally  at  28°.  •     •  ■ 

Notwithstanding  this,  it  may  be  brought  into  contact,  by  the  way,  with  those  kinds  and  quantities  of 
marine  organisms  that  sliall  abstract  solid  matter  enougli  to  reduce  its  specific  gravity,  and  instead  of 
leaving  it  greater  than  common  sea-water  at  28°,  to  make  it  less  than  common  sea-water  at  40° ;  conse- 
quently, in  such  a  case  this  warm  sea-water,  when  it  comes  to  the  cold  latitudes,  would  be  brought  to  the 
surface  through  the  instrumentality  of  shell-fish  and  various  other  tribes  that  dwell  far  down  in  the  depths 
of  the  ocean.  Thus,  we  perceive  that  these  creatures,  though  they  are  regarded  as  being  so  low  in  the 
scale  of  creation,  may,  nevertheless,  be  regarded  as  agents  of  much  importance  in  the  terrestrial  economy ; 
for  we  perceive  that  they  are  capable  of  spreading  over  certain  parts  of  the  ocean  those  benign  mantles  of 
warmth  which  temper  the  winds,  and  modify,  more  or  less,  all  the  marine  climates  of  the  earth. 

The  makers  of  nice  astronomical  instruments,  when  they  have  put  the  diflferent  parts  of  their 
machinery  together,  and  set  it  to  worlc,  iiud,  as  in  the  chronometer,  for  instance,  that  it  is  subject  in  its 
performance  to  many  irregularities  and  imperfections.  That  in  one  state  of  things,  there  is  expansion, 
and  in  another  state  contraction  among  cogs,  springs,  and  wheels  with  an  increase  or  diminution  of  rate. 
This  defect,  the  makers  have  sought  to  overcome ;  and  with  a  beautiful  disjjlay  of  ingenuity,  they  have 
attached  to  the  works  of  the  instrument  a  contrivance  which  has  had  the  effect  of  correcting  these  irregu- 
larities, by  coimteracting  the  tendency  of  the  instrument  to  change  its  performance  with  the  changing 
influences  of  temperature. 

This  contrivance  is  called  a  compcnsnlion  ;  and  a  chronometer  that  is  well  regulated,  and  properly 
compensated,  will  perform  its  office  with  certainty,  and  preserve  its  rate  under  all  the  vicissitudes  of  heat 
and  cold  to  which  it  may  be  exposed. 

So,  too,  in  the  clock-work  of  the  ocean  and  the  machinery  of  the  universe ;  order  and  regularity  are 
maintained  by  a  system  of  compensations.  A  celestial  body  as  it  revolves  around  its  sun,  flies  off  under 
the  influence  of  centrifugal  force ;  but  immediately  the  forces  of  compensation  begin  to  act ;  the  planet  is 
brought  back  to  its  elliptical  path,  and  held  in  the  orbit  for  which  its  mass,  its  motions,  and  its  distance 
were  adjusted.     Its  compensation  is  perfect. 

So,  too,  with  the  salts  and  the  shells  of  the  sea  in  the  machinery  of  the  ocean ;  from  them  are  derived 
principles  of  compensation  the  most  perfect ;  through  their  agency  the  undue  effects  of  heat  and  cold,  of 
storm  and  rain  in  disturbing  the  equilibi-ium,  and  ]iroducing  tliereby  currents  in  the  sea,  are  compensated, 
regulated,  and  controlled. 

The  dews,  the  rains,  and  tlie  rivers  are  continually  dissolving  certain  minerals  of  the  earth,  and  carry- 


.  ON   TUE   SALTXESS   OF   THE   SEA.  189 

ing  tliera  oft'  to  the  sea.  This  is  an  accumulating  process;  and  if  it  were  not  compensated,  the  sea  would 
finally  become  as  the  Dead  Sea  is,  saturated  with  salt,  and,  therefore,  unsuitable  for  the  habitation  of  many 
fish  of  the  sea. 

The  sea-shells  and  marine  insects  afford  the  required  compensation.  As  the  salts  are  emptied  into  the 
sea,  these  creatures  secrete  them  again  and  }iile  them  up  in  solid  masses,  to  serve  as  the  bases  of  islands 
and  continents,  to  be  in  the  process  of  ages  upheaved  into  dry  land,  and  then  again  dissolved  by  the  dews 
and  rains,  and  washed  by  the  rivers  away  into  the  sea. 

Darwin,  many  years  ago,*  during  one  of  those  moments  of  inspiration  which  enabled  him  to  fore- 
shadow the  steamboat  and  the  locomotive,  told  philosophers  whence  came  the  salts  of  the  sea. 

In  every  department  of  nature  there  is  to  be  found  this  self-adjusting  principle — this  beautiful  and 
exquisite  system  of  compensation,  by  which  the  operations  of  the  grand  machinery  of  the  universe  are 
maintained  in  the  most  perfect  order. 

Thus,  we  behold  sea-shells  and  animalcuh^  in  a  new  light.  May  we  not  now  cease  to  regard  them  as 
beings  which  have  little  or  nothing  to  do  in  maintaining  the  harmonies  of  creation  ?  On  the  contrary,  do 
we  not  see  in  them  the  principles  of  the  most  admirable  compensation  in  the  system  of  oceanic  circulation  ? 
We  may  even  regard  them  as  regulators,  to  some  extent,  of  climates  in  parts  of  the  earth  for  removed 
from  their  presence.  There  is  something  suggestive,  both  of  the  grand  and  beautiful,  in  the  idea  that,  while 
the  insects  of  the  sea  are  building  up  their  coral  islands  in  the  perpetual  summer  of  the  tropics,  they  are 


*  Gnomes  !  You  then  taught  transuding  dews  to  pass, 
Through  time-fall'n  woods,  and  root-inwovc  morass 
Age  after  age ;  and  with  filtration  fine 
Dispart  from  earths  and  sulphurs  and  saline. 
Hence  with  diflnsive  salt  old  ocean  steeps 
His  emerald  shallows,  and  his  sapphire  deeps. 
Oft  in  wide  lakes,  around  their  warmer  brim, 
In  hollow  pyramida  the  crystals  swim ; 
Or,  fused  by  earth-born  fires  in  cubic  blocks, 
Shoot  their  white  forms,  and  harden  into  rocks. 
Thus  caverned  round  in  Cracow's  mighty  mines, 
With  crystal  walls,  a  gorgeous  city  shines  ; 
Scooped  in  the  briny  rock,  long  straits  extend 
Their  hoary  course,  and  glittering  domes  ascend ; 
Down  the  bright  steeps,  emerging  into  day, 
Impetuous  fountains  burst  their  headlong  way, 
O'er  milk-white  Tales  in  ivory  channels  spread, 
And  wandering,  seek  their  subterraneous  bed, 
Formed  in  pellucid  salt  with  chisel  nice, 
The  pale  lamp  glimmering  through  the  sculptured  ice  ; 
With  wide  reverted  eyes  fair  Lotta  stands, 
And  spreads  to  heaven,  in  vain,  her  glassy  hands  ; 
Cold  dews  condense  upon  her  pearly  breast. 
And  the  big  tear  rolls  lucid  down  her  vest. 


190  THE  WIND  AND  CURRENT  CHARTS. 

also  engaged  in  dispensing  wai-mtli  to  distant  parts  of  the  earth,  and  in  mitigating  the  severe  cold  of  the 
polar  winter.  .     ' 

Surely  an  hypothesis  which,  being  followed  out,  suggests  so  much  design,  such  perfect  order  and 
arrrangement,  and  so  many  beauties  for  contemplation  and  admiration  as  does  this,  which,  for  the  want  of 
a  better,  I  have  ventured  to  offer  with  regard  to  the  solid  matter  of  the  sea-water,  its  salts  and  its  shells ; 
surely  such  an  hypothesis,  though  it  be  not  based  entirely  on  the  results  of  actual  observation,  canuot  be 
regarded  as  wholly  vain,  or  as  altogether  profitless.  .    -  .     , 


THE  OPEN  SEA  IN  THE  ARCTIC  OCEAN. 

As  a  supplement  to  this  chapter,  I  may  be  excused  for  introducing  Lieut.  De  Haven's  Eeport  after  his 
return  from  the  Arctic  Ocean  in  search  of  Sir  John  Franklin  and  his  companions.  The  instructions  under 
which  he  went,  and  the  source  whence  those  instructions  were  in  a  measure  drawn,  make  us  acquainted 
with  a  few  facts  that  throw  some  light  upon  the  circulation  of  the  ocean,  so  far  as  the  salts  of  the  sea  are 
concerned  iu  imparting  dynamical  forces  to  it. 

His  instructions,  based  entirely  upon  theory  and  the  convictions  of  the  mind  in  the  correctness  of 
its  reasoning  and  powers  of*  deduction,  pointed  him  to  an  open  sea,  in  the  midst  of  the  ice,  and  he  found 
it  there.  .         .  

In  the  instructions  which  issued  from  the  ISTavy  Department  for  his  guidance  during  that  expedition, , 
stress  was  laid  upon  an  open  sea  to  the  northward  and  westward  of  Wellington  Channel. 

"There  are  other  facts,"  he  was  told  in  these  instructions,  "elicited  by  Lieut.  Maury  in  the  course  of" 
his  investigations  touching  the  winds  and  currents  of  the  ocean,  which  go  also  to  confirm  the  opinion  that, 
beyond  the  icy -barrier  which  is  generally  met  in  the  Arctic  Ocean,  there  is  a  pwlynia  or  sea  free  from  ice." ' 

Moreover,  Lieut.  De  Haven  was  reminded  in  these  instructions  that  it  was  needless  to  repeat  to  him  i 
the  reasons  for  asserting  so  confidently  the  existence  of  this  open  sea ;  because,  said  his  instructions,  "  you  i 
have  assisted  in  those  investigations  at  the  National  Observatory,  and  are  doubtless  aware  of  the  circum- 
stances which  authorize  this  conclusion." 

These  circumstances  are  detailed  in  tlie  following  lettei^,  which  was  then  on  the  files  of  the  Department,, 
and  which  had  been  A\Titten  soon  after  the  American  whalers  had  been  first  invited  to  seek  information  i 
concerning  the  missing  expedition. 

Lieutenant  Maury  to  Commodore  Warrington. 

National  Observatory, 

Washington,  July  16,  1849. 
Sir:  I  have  had  under  consideration  the  subject-matter  of  Walter  E.  Jones's  letter  to  the  President 
of  the  United  States,  and  in  compliance  with  your  request,  beg  leave  to  state  in  reply  thereto : — 

That  the  best  information  with  regard  to  Behring's  Straits,  and  the  sea  into  which  they  lead,  is  to  be 

! 


THE   OPEN   SEA   LN   TUE   AKCTIC   OCEAN.  191 

found  ill  tlie  English  and  Kussian  Charts  of  the  Arctic  Seas;  though  Captain  Roys,  who,  in  the  whale  ship 
Superior,  cruised  there  in  the  summer  of  last  year,  reports  that  these  charts  contain  many  errors. 
Captain  Roys  could  not  determine  the  amount  of  these  errors;  he  merely  ascertained  tluit  there  were  errors 
in  the  best  and  latest  Russian  charts. 

It  cannot  be  expected  that  vessels  like  Mr.  Jones's,  whose  more  immediate  object  is  the  pursuit  of 
iish,  will — as  daring  and  adventurous  as  our  whalemen  are  known  to  be — attempt  to  penetrate  into  the 
Frozen  Ocean  farther  than  the  open  sea  will  admit,  or  their  game  may  entice  them. 

The  limits  of  the  region  of  packed  ice  are  variable.  In  1827,  the  southern  edge  of  the  packed  ice 
was  found  to  commence  about  latitude  70°  N.,  longitude  169°  W.,  and  to  extend  thence,  in  a  N.  E.  by  E. 
course,  at  least  as  far  as  longitude  1(30°  W. 

Sir  John  Franklin  and  his  companions,  to  whom  Mr.  Jones  wishes  to  carry  relief,  are  in  the  unknown 
parts  of  the  sea ;  and,  therefore,  the  information  to  be  furnished,  with  regard  to  a  well-conducted  search 
for  him,  must  consist  necessarily  and  chiefly  of  deductions  and  generalizations  derived  from  the  best 
received  theories  and  opinions  with  regard  to  the  climatology  of  those  regions. 

In  the  first  place,  it  seems  to  be  an  admitted  fact  that  there  is  a  current  setting  north,  through 
Behring's  Straits  into  the  Frozen  Ocean.  Captain  Roys  found  it  setting  at  the  rate  of  from  70  to  100 
inUes  a  day.  This  is  probably  a  constant  current,  though  it  may  be  supposed  it  runs  fastest  in  summer. 
The  wMter  which  it  bears  along  is,  of  course,  supplied  from  the  China  Seas ;  coming  from  the  equatorial 
regions,  it  is,  therefore,  warmer  water  than  that  of  the  Arctic  Ocean,  into  which  it  flows. 

The  physical  forces  that  operate  upon  this  current  to  give  it  motion,  require  that  it  should  pursue, 
after  entering  the  straits,  a  northeasterly  course;  so  Captain  Roys  found  it.  The  edge  of  the  packed  ice 
there  (already  alluded  to)  seems  also  to  confirm  the  opinion  that  such  is  the  course  of  this  current.  If  so, 
the  water  thermometer  will  tell,  and  !Mr.  Jones's  shijjs  will  be  assured  of  the  fact,  by  the  existence  of  a 
polynia  stretching  up  in  that  direction. 

How  far  such  an  iceless  sea  will  be  found  to  extend  to  the  eastward,  should  its  existence  be 
established,  observations  can  alone  determine.  But,  as  a  guide,  I  beg  to  send  the  accompanying  chart, 
on  wdiich  Passed  Midshipman  Gibbon  has,  at  my  request,  projected  the  isothermal  curves  of  5°  and  10°, 
from  JoJuisori's  Physical  Atlas. 

These  curves  are,  according  to  Sir  David  Brewster,  probably  lemniscates;  and  as  it  is  conjectured 
that  there  are  two  poles  of  maximum  cold,  viz :  one  in  latitude  80°  N.  and  longitude  100°  W.,  and  the 
other  in  latitude  80°  N.  and  longitude  9.3°  E.,  the  mean  temperature  of  the  former,  which  is  the 
American  pole,  is,  according  to  Sir  David  Brewster,  3J°  below  zero  of  Fahrenheit,  while  that  of  the 
other,  or  Siberian  pole,  is  1°  above  zero  of  the  same  scale. 

The  line  of  packed  ice  is  probably  a  curve,  depending  for  its  form  partly  upon  isothermal  lines,  and 
partly  upon  the  eddies  caused  by  the  meeting  of  the  various  currents  in  the  Arctic  Ocean. 

Supposing  two  such  poles  to  exist  in  nature,  the  isothermal  lines  about  them  would  be  re-entering 
curves,  the  exact  form  of  which,  however,  cannot  be  determined  without  the  aid  of  further  observations. 


J92  THE   WIND   AND   CUKliENT   CHAKTS. 


I 


But,  according  to  this  theory,  the  mean  temperature  of  the  north  pole  itself  will  differ  not  much 
from  the  mean  temperature  of  latitude  70°  N. 

In  entering  into  Behring's  Straits,  and  following  up  the  coast  of  West  Georgia,  the  whalers  may 
make  the  icy  barrier  perhaps  about  160°  W.,  between  latitude  70°  and  72°  K  In  this  position  they 
will  find  themselves  in  a  straight  line,  not  more  than  a  thousand  miles  from  Wellington  Straits  on  the 
Atlantic  shores  of  America,  and  not  much  more  than  half  that  distance  from  Bank's  Land.  To  the  N.  E. 
of  this  laud  are  the  Parry  Islands ;  to  the  north  of  those  the  sea  is  by  some  thought  to  be  again  polynial, 

or  free  from  ice. 

In  the  Arctic  Ocean,  the  prevailing  winds  are  from  the  westward;  so  that  a  vessel  imder  canvas, 
entering  it  through  Behring's  Straits,  would  have  probably  a  better  chance  of  making  her  way  through, 
than  one  which  enters  on  this  side  and  to  leeward,  and  which,  therefore,  would  have  occasionally  to  turn 
to  windward,  and,  for  much  of  her  time,  to  contend  against  adverse  currents.* 

To  a  vessel  entering  Behring's  Straits,  the  current  would  also  be  favorable,  for  there  musl  be  currents 
in  that  sea  to  supply  those  which  come  down  from  Baffin's  Bay  into  the  Atlantic. 

These  currents  would  materially  assist  the  navigator  in  his  progress  eastward  through  the  Arctic 
Seas,  but  they  Avould  retard  him,  to  the  same  extent,  in  his  progress  west  through  the  same  seas. 

You  are  aware  that  there  is  a  current  from  Baffin's  Bay,  through  Davis's  Straits;  this  is  a  powerful 
current,  and  it  moves  an  immense  volume  of  water.  A  current  as  powerful  must  run  into  that  bay  from 
some  other  quarter. 

Laden  with  icebergs,  this  Baffin's  Bay  current  meets  the  Gulf  Stream  near  the  Grand  Banks,  where 
it  is  bifurcated.  One  fork  continues  as  an  undercurrent  towards  the  Caribbean  Sea,  and  the  other, 
pursuing  its  course  to  the  south,  is  felt  as  an  inshore  current  along  the  coast  of  the  United  States  as 
far  down  as  Florida.  There  is  no  counter-current  to  this,t  running  back  from  the  Atlantic  through 
Davis's  Straits. 

Wrangle's  polynia,  to  the  north  of  Siberia,  if  it  exist,  probably  owes  its  freedom  from  ice  to  the 
warm  waters  of  the  Gulf  Stream,  which  run  between  Spitzbergen  and  the  North  Cape  into  the  Arctic 
Ocean.  That  such  is  the  course  of  the  Gulf  Stream  is  clearly  indicated  by  a  thermal  chart  which  is 
now  in  process  of  construction  at  this  office,  by  Lieutenant  Guantt.  This  chart  shows  that  the  waters 
of  the  Atlantic,  in  latitude  68°  N.  above  Ireland,  are  some  degrees  warmer  than  they  are  near  the  shore 
off  Cape  Hatteras,  in  latitude  36°  N.  The  difference  in  temperature  for  the  spring  is  8°  or  10°  of 
Fahrenheit. 


*  II.  B.  M.  ship  Investigator,  Commander  McClure — I  hope  to  have  tlio  pleasure  soon  of  calling  him  captain — has  demonstrated 
the  correctness  of  this  opinion.  He  entered  Behring's  Straits  in  the  summer  of  1850,  and  intelligence  has  just  been  received  from 
him  (October,  18.53),  via  Baffin's  B.ny  and  Davis's  Straits,  by  which  we  learn  that  he  was  almost  within  striking  distance  of  Wellington 
Channel.  His  dispatches  bear  date  April  10,  1853.  He  was  then  in  the  Bay  of  Mercy,  whence  he  had  communicated  with  the  officers 
of  H.  B.  M.  ship  Herald,  that  entered  the  Frozen  Ocean  from  the  east. 

f  Counter-current  to  this;   unless  it  be  an  undercurrent,  as  has  since  been  proved. — M. 


THE    Ol'EN    SEA    l.N    THE    AKCTIC    UCEAX.  193 

Seeing,  therefore,  that  the  waters  from  the  Gulf  of  I\rexico  run  into  the  Arctic  Ocean  to  the  north 
of  Europe;  that  the  waters  of  the  larger  rivers  both  of  Europe,  Asia,  and  America — such  as  the  Dwina, 
the  Petchora,  the  Obi,  the  Yenesei  and  Lena,  the  Mackenzie's  River,  the  rivers  of  Back,  the  Copper  Mine, 
and  others — emptj^  into  the  same  ocean;  that  waters  from  the  Pacific  flow  into  it  through  Behring's 
Straits;  that  there  is  uo  reflux  from  it  through  any  of  these  channels,  but  that  there  is  a  powerful  ice- 
bearing  current  running  from  it  through  Da\is's  Straits;  seeing  all  this,  we  are  led  reasonably  to  infer,  not 
only  that  there  is  a  sea  not  frozen,  somewhere  between  Behring's  Straits  and  BaflBn's  Bay,  but  that  the 
course  of  the  current  in  that  sea  is  such  as  has  already  been  indicated,  viz:  from  west  to  east. 

The  fact  that  these  currents,  which  run  into  the  Arctic  Ocean  and  out  of  Baffin's  Bay,  do  exist,  and 
that  they  are  perpetual,  leads  us  also  to  infer  that  a  portion  of  the  water  of  the  Arctic  Ocean  is  always  in 
motion;  that  the  currents  Avithiu  that  sea  are  as  constant  as  those  which  run  into  it,  ami  out  again  from 
it;  and  that,  therefore,  a  portion  of  that  sea  is  always  in  a  fluid  state. 

Without  meaning,  however,  to  commit  myself  as  to  the  perpetual  existence  of  Wrangle's  open  sea,  I 
think  there  is  reasonable  ground  for  supposing  that,  after  entering  Behring's  Straits,  and  passing  the  first 
icy  barrier,  an  open  sea  may  still  be  found  to  the  north  of  that  barrier. 

It  will  be  for  the  masters  of  whale  ships  themselves,  to  judge  as  to  the  expediency  of  passing  this  bar- 
rier when  they  come  to  it,  provided  they  find  an  opening.  If  they  do  find  an  opening,  and  venture  through 
it,  they  will  probably  be  rewarded  for  their  intrepidity  by  the  discovery  of  whales  in  great  numbers. 

The  kind  of  whales  (Eight)  found  there  delight  in  cold  water ;  their  halitat  is  never  in  warm.  The 
discovery  has  been  made  here,  by  the  investigations  which  Lieut.  Herndon  is  conducting  with  regard  to 
the  habits  of  the  Right  whale,  that  this  fish  never  crosses  the  equator ; — that  the  Right  whale  of  the 
southern  hemisphere  is  quite  a  difl'erent  animal  from  the  Right  whale  of  the  northern  hemisphere. 

The  latter  is  of  a  darker  complexion  and  much  larger.  Now  if  the  species  of  whales  that  are  found 
in  Behring's  Straits  be  found  also  off'  the  shores  of  Greenland — and  the  whalemen  will  probably  be  able  to 
say  (and  they  have  since  informed  me  that  they  are  identical,  Jan.  1850);  we  shall  have  another  link  in  the 
chain  of  circumstantial  evidence  going  to  prove  that  there  is,  at  times,  at  least,  an  open  water  communica- 
tion between  the  Straits  of  Behriug  and  Davis. 

But  if  ^[r.  Jones  and  his  associates  mean  to  be  in  good  earnest  in  their  humane  efforts,  and  were  to 
send  their  ships  into  Behring's  Straits  for  the  sole  object  of  finding  Sir  John  Franklin,  or  a  passage  through 
into  the  Atlantic,  they  will  probably  accomplish  one  or  both. 

I  have  great  faith  in  American  enterprise  and  energy ;  with  proper  means  that  sea  may  be  traversed, 
and  the  fate  of  that  expedition  may  be  determined ;  at  least  there  is  reasonable  grounds  for  the  opinion  that 
an  expedition  properly  fitted,  and  skilfully  conducted,  would  be  crowned  with  success,  and  would  cover 
itself  and  its  projectors  with  much  honor. 

Such  an  expedition  should  consist  of  at  least  three  vessels — viz :  one  sailer  and  two  steamers,  all  pre- 
pared especially  for  that  service.  -    ■ 

The  sail  ship  should  be  large  enough  to  hold  the  provisions  for  the  expedition  for  two  or  three  years, 
25 


19-i  THE   WIND   AND   CURRENT   CHARTS. 

and  coals  also  for  the  steamers  during  their  few  wechs  of  active  work  in  the  summer.  A  store-ship  should 
accom])any  them  to  Behring's  Straits,  and  there  filling  them  iip,  leave  them  for  the  season  and  return. 

Their  course  would  then  be  to  proceed  on  until  tlieir  progress  should  be  interrupted  by  the  ice.  Here 
they  would  select  some  safe  place  of  anchorage  or  I'endezvous  for  the  ship ;  thus  moored,  she  would  serve 
as  a  place  of  refuge,  and  at  the  same  time  as  a  provision  wagon.  From  her,  the  steamers  would  fit  out 
an  expedition  of  a  few  weeks  at  a  time,  and  until  they  should  succeed  in  finding  an  opening  through  it. 
Should  they  succeed  in  finding  such  an  opening,  they  would  probably  have  a  clean  sea  thence  until  they 
should  reach  the  icy  barrier  on  this  side ;  success  in  finding  a  channel- way  through  this  barrier  would  bring 
them  out  into  the  Atlantic  Ocean. 

The  steamers,  of  course,  should  be  projierly  constructed,  and  provided  with  ice-breakers  or  saws,  by 
which  they  could,  in  case  of  emergency,  cut  their  way  out  through  the  ice,  as  well  as  a  way  for  their  provi- 
sion ship. 

The  steamers  for  such  service  need  not  be  large.  Mr.  Jones  does  not  propose  sending  an  expedition 
exclusively  in  search  of  Sir  John  Franklin;  therefore  those  remarks  do  not  ap})ly  to  his  case.  But  Mr. 
Jones,  and  his  associates,  are  evidently  gentlemen  of  humane  disposition  and  noble  impulses ;  therefore,  I 
have  ventured  to  make  these  suggestions,  feeling  assured  that  they  would  be  received  as  they  are  meant, 
and  only  for  what  they  are  worth. 

The  Iluntsville,  and  the  Alice,*  of  course,  will  not  fail  to  be  provided  with  faithful  interpreters, 
and  through  them  they  will  be  sure  to  make  diligent  inquiries  among  the  natives  for  intelligence  of  Sir 
John  and  his  expedition.  The  Indians  should  be  induced  by  presents,  or  the  promise  of  rewards,  to 
examine  the  coast  line,  and  to  inquire  from  tribe  to  tribe  as  to  when  and  where  he  was  last,  if  ever,  seen. 

Doubtless  these  two  private  ships  and  their  crews,  will  in  the  proposed  voyage  render  a  gratifying  and 
acceptable  service  to  the  people  of  Christendom. 

Shoiald  it  be  desired,  another  Chart,  the  duplicate  of  the  one  herewith  sent,  can  be  prepared  at  this 
office,  so  that  each  vessel  may  have  one  of  the  same  kind.  There  are  also  other  charts  here,  relating  to 
Behring's  Straits  and  Arctic  America,  which,  if  so  authorized,  I  shall  be  glad  to  put  at  the  dis^Josal  of  the 
masters  of  the  Iluntsville  and  Alice. 

P.  S. — In  the  haste  in  which  this  letter  has  been  necessarily  prepared,  in  consequence  of  being  about 
to  leave  the  city  on  a  tour  of  duty,  many  points  have  been  either  wholly  omitted  or  but  slightly  attended 
to.  Among  the  most  important  of  these,  is  a  suggestion  concerning  a  depot  of  coals  and  provisions  near 
Wellington  Straits,  or  some  other  suitable  place  this  side,  to  which  the  steamers  might  look  for  supplies, 
in  the  event  of  passing  the  icy  barrier  after  entering  Behring's  Straits ;  and  the  other  is  concerning  those 
causes  which  operate  to  form  an  icy  barrier  around  the  polynia. 

The  line  of  ice  is  probably  placed  near  the  meeting  of  the  various  currents  within  the  Arctic  Ocean. 
Whenever  two  currents  meet  in  the  ocean,  there  is  a  belt  of  still,  or  of  comparatively  still  water,  within 

•  i 


TlIK    Ol'EX    SEA    IN   THE    ARCTIC   OCEAN.  195 

wliicli  belts  ai-e  deposited  the  floating  bodies  and  silt  that  are  borne  by  tbe  enrrcnts.  Hence,  we  find  bars 
at  tlie  mouth  of  all  our  rivers  which  empty  directly  into  the  sea.  The  Banks  of  Ncwfoundhmd  owe  their 
iCxistcace  to  this  cause.  The  floating  matter  that  is  borne  along  by  the  Gulf  Stream,  and  which  is  prevented 
from  settling  at  the  bottom  by  the  rapidity  of  the  current,  is  met  near  these  banks  by  the  cold  current 
from  Davis's  Straits.  In  the  still  water,  near  the  line  of  junction  between  those  two  currents,  this  drift  mat- 
|ter  has  time  to  settle,  and  consequently  there  is  a  deposit  there  of  sediment ; — in  like  manner,  the  icebergs 
which  bring  down  rocks,  gravel,  and  sands,  begin  here  to  melt  and  to  make  deposits  also. 

And  where  there  is  on  the  sea  drift  or  floating  matter,  such  as  sea-weed,  &c.,  we  can  see  the  line  of 
eddy  by  the  manner  in  which  that  matter  is  arranged. 

Taking  the  case  of  the  line  of  packed  ice  in  the  Arctic  Ocean,  and  referring  to  the  Chart,  it  will  be  per- 
ceived that  this  line,  from  the  neighborhood  of  Behring's  Straits,  runs  up  in  a  northwesterly  direction,  and 
that  it  probably  lies  along  the  line  in  which  the  currents  from  the  rivers  of  Europe  and  Asia,  probably 
many  tinies  the  volume  of  the  Mississippi,  meet  the  current  around  the  North  Cape  from  the  Gulf  of 
Mexico. 

Again,  after  passing  Behring's  Straits,  and  feeling  the  effect  of  that  powerful  current,  this  line  bends 
up  in  a  northeasterly  direction. 

The  process  may  be  supposed  to  be  this:  the  ice  which  is  forced  in  the  current  through  Behring's 
Straits,  and  in  the  general  current  farther  north  towards  Baffin's  Bay,  is  broken  to  pieces  by  the  agitation  of 
the  sea.  These  pieces  are  gradually  sloughed  off  from  either  current,  and  arranged  in  the  eddy  between  the 
two  currents,  as  we  see  drift-wood,  &c.,  arranged  hy  the  side  of  counter-currents  in  rivers  and  other  sheets 
of  water.  The  spray  now  dashes  upon  these  blocks  of  ice,  they  become  frozen  and  cemented  together, 
until  by  gradual  accession  they  form  a  compact  and  imniense  mass  of  packed  ice,  for  that  is  the  term  ap- 
plied by  seamen.  This  mass,  therefore,  is  probably  not  very  broad.  It  may,  after  attaining  a  certain  height, 
be  broken  through,  either  by  the  pressure  of  the  current  whose  course  it  has  arrested,  or  by  the  violence 
of  the  winds,  or  the  waves,  or  by  all  these  forces  acting  together;  so  it  is  very  probable  that  the  sea  within 
this  barrier  will  be  found  free  or  nearly  free  from  floe  ice — and  comparatively  smooth,  for  the  barrier  of 
ice  will  serve  for  a  breakwater,  or  like  a  coral  reef,  will  shelter  it  from  the  winds  and  protect  it  Irom  the 
forces  of  the  swell  on  the  outside. 

Should  a  steamer,  therefore,  by  Behring's  Straits,  succeed  in  passing  through  the  first  barrier  of  ice, 
she  would  probably  have  the  water  so  smooth  that,  after  a  few  days'  steaming,  she  would  find  herself  up  with 
the  icy  barrier  that  would  block  her  way  into  Wellington's  or  some  other  of  the  straits  that  lead  out  into 
Baffin's  Bay. 


196  TUE  WIND  AND  CURRENT  CHARTS. 

Extracts  from  the  Instructions  issued  hj  tlie  Hon.  Wm.  A.   GraJiam,  Secretary  of  the  Navy,  to  Lieut.  De  Haven, 
commanding  the  Grinnell  E.cpedition  in  search  of  Sir  John  Franhlin. 

You  will,  therefore,  use  all  diligence  and  make  every  exertion  to  tliis  end ;  paying  attention  as  you  go 
to  the  subjects  of  scientific  inquiry  only  so  for  as  the  same  may  not  interfere  with  the  main  object  of  the 
expedition. 

Having  passed  Barrow's  Strait,  you  will  turn  your  attention  northward  to  Wellington  Channel,  and 
westward  to  Cape  Walker,  and  be  governed  by  circumstances  as  to  the  course  you  will  take.  Accordingly, 
you  will  exercise  your  own  discretion,  after  seeing  the  condition  of  the  ice,  sea,  and  weather,  whether  the 
two  vessels  shall  here  separate,  one  for  Cape  Walker  and  the  other  for  Wellington  Strait ;  or,  whether  they 
shall  both  proceed  together  for  one  place  or  the  other. 

Should  you  find  it  impossible,  on  account  of  the  ice,  to  get  through  Barrow's  Strait,  you  will  then  turn 
your  attention  to  Jones's  Sound  and  Smith's  Sound.  Finding  these  closed  or  impracticable,  and  failing  of 
all  traces  of  the  missing  expedition,  the  season  will  be  too  far  advanced  for  any  other  attempts,  and  you 
will  return  to  New  York.        .  ■     " 

Acquaint,  before  sailing,  and  from  time  to  time  during  the  cruise.  Passed  Midshipman  Griffin,  fully 
with  all  your  plans  and  intentions ;  and  before  you  sail  from  New  York  appoint  a  i>lace  of  rendezvous ; 
change  it  as  often  as  circumstances  may  render  a  change  desirable  ;  but  always  have  a  place  of  rendezvous 
fixed  upon;  so  that,  in  case  the  two  vessels  of  the  expedition  may  at  any  time  become  separated,  each  may 
know  where  to  look  for  the  other. 

Nearly  the  entire  Arctic  front  of  the  continent  has  been  scoured  without  finding  any  traces  of  the 
missing  ships.  It  is  useless  for  you  to  go  there,  or  to  re-examine  any  other  place  where  search  has  already 
been  made.     You  will,  therefore,  confine  your  attention  to  the  routes  already  indicated. 

The  point  of  maximum  cold  is  said  to  be  in  the  vicinity  of  the  Parry  Islands.  To  the  north  and  west 
of  these,  there  is  probably  a  eom|iarativcly  open  sea  in  summer,  and  therefore  a  milder  climate. 

This  opinion  seems  to  be  sustained  by  the  fact  that  beasts  and  fowls  are  seen  migrating  over  the  ice 
from  the  mouth  of  Mackenzie  River  and  its  neighboring  shores  to  the  north.  These  dumb  creatures  are 
probably  led  by  their  wise  instincts  to  seek  a  more  genial  climate  upon  the  borders  of  the  supposed  more 
open  sea. 

There  are  other  facts  elicited  by  Lieut.  Maury,  in  the  course  of  his  investigations  touching  the  winds 
and  currents  of  the  ocean,  which  go  also  to  confirm  the  opinion  that,  beyond  the  icy  barrier  which  is  gene- 
rally met  within  the  Arctic  Ocean,  there  is  a  polynia,  or  sea  free  from  ice.  You  have  assisted  in  these 
investigations  at  the  National  Observatory,  and  are  doubtless  aware  of  the  circumstances  which  authorize 
this  conclusion.     It  is  therefore  needless  to  I'epeat  them. 

This  supposed  open  sea  and  warmer  region,  to  the  north  and  west  of  the  Parry  Islands,  are  unexplored. 
Should  you  succeed  in  finding  .an  opening  there,  either  after  having  cleared  Wellington  Strait  or  after  having 
cleared  the  Parry  Islands  by  a  northwesterly  course  from  Cape  Walker,  enter  as  fiir  as  it  in  your  judgment 


I 


I 


THE   OPEN   SEA   IN    THE    AKCTIC   OCEAN,  197 

may  be  prudent  to  enter;  and  search  every  headland,  promontory,  and  conspicuous  point,  for  signs  and 
records  of  the  missing  party,  taking  particular  care  yourself  to  avail  yourself  of  every  opportunity  for 
leaving,  as  you  go,  records  and  signs  to  tell  of  your  welfare,  progress,  and  intentions.  Fur  this  purpose  j'ou 
will  erect  flagstaffs,  make  piles  of  stones  or  other  marks  in  conspicuous  places,  with  a  bottle  or  barreca  at 
the  base  containing  your  letters. 

Should  the  two  vessels  be  separated,  you  will  direct  Passed  Midshipman  Griffin  to  do  lilcewise.  Avail 
yourself  of  every  opportunity,  either  by  the  Esquimaux,  or  otherwise,  to  let  the  Department  hear  from  you  ; 
and  in  every  communication  be  particular  as  to  your  future  plans  and  intended  route. 

Kby  any  chance  you  should  penetrate  so  for  beyond  the  icy  barrier  as  to  make  it  in  your  judgment 
more  prudent  to  })ush  on  than  to  put  back,  you  will  do  so,  and  put  yourself  in  communication  with  any  of 
the  U.  S.  naval  forces  or  officers  of  the  Government,  serving  in  the  waters  of  the  Pacific,  according  to  your 
necessities  and  opportunities.  These  officers  will  be  instructed  to  afford  you  evciy  facility  possible  to 
enable  you  to  reach  the  western  coast  of  the  United  States  in  September. 

In  the  event  of  your  falling  in  with  any  of  the  British  searching  parties,  you  will  offer  them  any  as- 
sistance of  which  they  may  stand  in  need,  and  which  it  may  be  in  your  power  to  give.  Offer  also  to  make 
them  acquainted  with  your  intended  route  and  plans,  and  be  ready  to  afford  them  every  information  of 
which  you  may  have  become  possessed  with  regard  to  the  object  of  your  search. 

lu  case  your  country  should  be  involved  in  war  during  your  absence  on  this  service,  you  will  on  no 
account  commit,  or  suffer  any  one  on  the  expedition  to  commit  any,  the  least,  act  of  hostility  against  the 
enemy,  of  whatever  nation  he  may  bo. 

Notwithstanding  the  direction  towards  which  you  have  been  recommended  to  carry  your  examination, 
you  may,  on  arriving  out  upon  the  field  of  operation,  find  that  by  departing  from  them  your  search  would 
be  more  effectual.  The  Department  has  every  confidence  in  your  judgment,  and  relies  implicitly  upon 
your  discretion;  and  should  it  appear  daring  the  voyage,  that,  by  directing  your  attention  to  the  points  not 
mentioned  in  this  letter,  traces  of  the  absent  explorers  would  probably  be  found,  you  will  not  fail  to 
examine  such  points. 

But  you  will  on  no  account  uselessly  hazard  the  safety  of  the  vessels  under  your  command,  or  un- 
necessarily expose  to  danger  the  officers  and  men  committed  to  your  charge. 

Unless  circumstances  should  favor  you  by  enabling  you  to  penetrate,  before  the  ice  begins  to  make, 
far  into  the  unexplored  regions,  or  to  discover  recent  traces  of  the  missing  ships  and  their  gallant  crews, 
or  unless  you  should  gain  a  position  from  which  you  could  commence  operations  in  the  season  of  1851, 
with  decided  advantage,  you  will  endeavor  not  to  be  caught  in  the  ice  during  the  coming  winter ;  but  after 
having  completed  your  examinations,  make  your  escape  and  return  to  New  York  in  the  fall. 

You  are  especially  enjoined  not  to  spend,  if  it  can  be  avoided,  more  than  one  winter  in  the  Arctic 
regions. 

"Wishing  you  and  your  gallant  companions  all  success  in  your  noble  enterprise,  and  with  the  trust  in 

God,  that  he  will  take  you  and  them  in  his  holy  keeping. 

I  am,  &c. 


198  THE  WIND  AND  CURRENT  CHARTS. 

Lieut.  De  Haveii's  Report. 

IT.  S.  BRIG  Advance, 

New  York,  Oeloher  4,  1851. 

Sir  :  I  have  the  honor  to  submit  tlie  following  as  the  proceedings  of  the  squadron  under  my  com- 
mand, subsequent  to  the  22d  of  August,  1850,  up  to  which  time  the  Department  is  already  advised  of  its 
movements. 

On  the  23d  of  August  we  approached  Port  Leopold,  but  the  necessity  of  a  detention  here  to  search 
for  information  was  precluded  by  our  falling  in  with  the  English  yacht  Prince  Albert,  Commander  For- 
syth, E.  N.  He  informed  us  that  the  harbor  was  still  filled  with  ice,  so  as  to  render  it  inaccessible  to 
vessels.     A  boat,  however,  had  been  sent  in,  but  no  traces  of  the  missing  expedition  were  found. 

We  now  stood  over  for  the  north  shore,  passing  to  the  eastward  of  Leopold  Island,  threading  our  way 
through  much  heavy  stream  ice.  Barrow's  Straits,  to  the  westward,  presented  one  mass  of  heavy  and 
closely  packed  ice,  extending  close  into  the  coast  of  North  Somerset.  On  the  north  shore  we  found  open 
water,  reaching  to  the  westward  as  far  as  Beechy  Island. 

At  noon  on  the  25th,  we  were  off  Cape  Riley,  where  the  vessel  was  hove  to,  and  a  boat  sent  ashore  to 
examine  a  cairn  erected  in  a  conspicuous  position.  It  was  found  to  contain  a  record  of  H.  B.  M.'s  ship 
Assistance,  deposited  the  day  before.  Another  record  informed  us  that  our  consort  had  visited  the  cape 
at  the  same  time  with  the  Assistance. 

Fragments  of  painted  wood  and  preserved  meat-tins  were  picked  up  on  the  low  point  of  the  cape. 
There  were  also  other  indications  that  it  had  been  the  camping-ground  of  some  civilized  travelling  or 
hunting  party;  our  speculations  at  once  connected  them  with  the  object  of  our  search. 

While  making  our  researches  on  shore,  the  vessel  was  set  by  a  strong  cun-ent  near  the  point,  where, 
becoming  hampered  by  some  masses  of  ice,  she  took  the  ground.  Every  effort  was  made  to  get  her  off", 
but  the  falling  tide  soon  left  her  "  hard  and  flist."  We  now  lightened  her  of  all  weighty  articles  about 
deck,  and  prepared  to  renew  our  efforts  when  the  tide  should  rise.  This  took  place  about  midnight,  when 
she  was  hauled  off  without  apparent  injury. 

The  Prince  Albert  approached  us  while  aground,  and  Commander  Forsyth  tendered  his  assistance ;  it 
was  not,  however,  required.  Soon  after,  the  Rescue  came  in  sight  from  around  Beechy  Island,  and  making 
us  out  in  our  predicament,  hove  to  in  the  offing  and  sent  a  boat  in.  She  had  been  up  Wellington  Channel 
as  far  as  Point  Innes.  The  condition  of  the  ice  prevented  her  from  reaching  Cape  Hotham  (the  appointed 
place  of  rendezvous),  so  she  had  returned  in  search  of  us. 

On  the  26th,  with  a  light  breeze,  we  passed  Beechy  Island,  and  ran  through  a  narrow  lead  to  the 
north.  Immediately  above  Point  Innes,  the  ice  of  Wellington  Channel  was  fixed  and  unbroken  from 
shore  to  shore,  and  had  every  indication  of  having  so  remained  for  at  least  two  or  three  years.  It  was 
generally  about  eight  feet  thick,  and  the  sharp  angular  hummocks — peculiar  to  recently  formed  ice — had 
been  rounded  down  to  gentle  hillocks,  by  the  action  of  the  weather  for  several  seasons.     Farther  progress 


THE    OPEN   SEA    IN   THE    AllCTIC    OCEAN.  199 

to  the  north  was  out  of  tlie  question.  To  tlu-  west,  however,  along  the  edge  of  the  fixed  ice,  a  lead  pre- 
sented itself,  with  a  freshening  wind  from  the  southeast.  We  ran  into  it;  but  at  half-way  across  the 
channel,  our  headway  was  arrested  by  the  closing  ice.  A  few  miles  beyond  this  two  of  the  English  vessels 
(one  a  steamer)  were  dangerously  beset.  I  deemed  it  prudent  to  return  to  Point  Innes,  under  the  lee  of 
which  the  vessels  might  hold  to  in  security  until  a  favorable  change  should  take  place. 

On  Point  Innes,  distinct  traces  of  an  encampment  were  found,  together  with  many  relics  similar  to  those 
found  at  Cape  Eiley.  Captain  Penny  (whose  squadron  we  met  here)  picked  up  a  piece  of  jiaper  containing 
the  name  of  one  of  the  ofiBcers  of  Franklin's  expedition,  written  in  pencil ;  thus  proving,  beyond  a  doubt, 
that  some  of  his  party  had  encamped  here ;  but  when,  or  imder  what  circumstances,  it  was  difficult  to 
say.  The  preserved  meat-cans,  moreover,  bore  the  name  of  the  person  who  had  supplied  his  ships  with 
that  article. 

On  Point  Innes  we  also  found  the  remains  of  an  Esquimaux  hut,  but  it  liad  evidently  been  abandoned 
for  many  years.  No  recent  traces  of  this  people  were  found  on  any  of  the  shores  of  Lancaster  Sound,  that 
we  visited.  The  weather  becoming  more  favorable,  we  retraced  our  steps  as  far  as  Beechy  Island,  in  order 
to  make  more  minute  investigations  in  that  quarter.  The  vessels  were  made  fast  to  the  land-ice  on  the 
northwest  side  of  the  island,  on  the  27th  of  August.  The  schooner  Felix,  Captain  Sir  John  Eoss,  E.  X., 
and  the  squadron  under  Captain  Penny,  joined  us  at  this  point.  Consulting  with  these  gentlemen,  a  joint 
search  was  instituted  along  the  adjacent  shore,  in  all  directions.  In  a  short  time,  one  of  Captain  Penny's 
men  returned,  and  reported  that  he  had  discovered  several  graves.  On  examination,  his  report  proved  to 
be  correct.  Three  well-made  graves  were  found,  with  painted  head-boards  of  wood ;  the  inscriptions  on 
which  were  as  follows : — 
1. — "Sacred  to  the  memory  of  W.  Brainc,  K.  M.,  II.  M.  S.  Erebus  ;  died  April  3,  18-16,  aged  32  j-ears. 

'Choose  you  this  day  whom  ye  will  serve.'" 
2.—"  Sacred  to  the  memor}-  of  John  Hartwell,  A.  B.,  II.  M.  S.  Erebus,  aged  23  years.     '  Thus  saith  the 

Lord  of  Hosts ;  consider  your  ways.' " 
3. — "Sacred  to  the  memory  of  Jno.  Torrington,  who  departed  this  life  Januaiy  1,  A.  D.  1846,  on  board 

H.  M.  ship  Terror,  aged  20." 

Near  the  graves  were  also  other  unmistakable  evidences  of  the  missing  expedition  having  passed  its 
first  winter  here.  They  consisted  of  innumerable  scraps  of  old  rope  and  canvas ;  the  block  on  which  stood 
the  armorer's  anvil,  with  many  pieces  of  coal  and  iron  around  it ;  the  outlines  of  several  tents,  or  houses, 
supposed  to  have  been  the  sites  of  the  observatory,  and  erections  for  sheltering  the  mechanics.  The  chips 
and  shavings  of  the  carpenter  still  remained. 

A  short  distance  from  this  was  found  a  large  number  of  preserved  meat-tins,  all  having  the  same  labels 
as  those  found  at  Point  Innes. 

From  all  these  indications,  the  inference  could  not  fail  to  be  arrived  at,  that  the  Erebus  and  Terror 
had  made  this  their  first  winter-quarters  after  leaving  England.  The  spot  was  admirably  chosen  for  the 
security  of  the  ships,  as  well  as  for  their  early  escape  the  following  season.     Everything,  too,  went  to  prove 


200  THE  WIND  AND  CUKKENT  CHARTS. 

that  up  to  this  point  the  expedition  was  well  organized,  and  that  the  vessels  had  not  received  any  material 
injury. 

Early  in  the  morning  of  the  28th  of  August,  H.  B.  M.  ship  Eesolute,  Captain  Austin,  with  her  steam 
tender,  arrived  from  the  eastward.  Eenewed  efforts  were  made  by  all  parties  to  discover  some  written 
notice,  which,  according  to  his  instructions,  Sir  John  Franklin  ought  to  have  deposited  at  this  place  in 
some  conspicuous  position.  A  cairn  of  stones  erected  on  the  highest  part  of  the  island  was  discovered.  A 
most  thorough  search  with  crows  and  picks  was  instituted  at  and  abotit  it,  in  the  presence  of  all  hands. 
This  search  was  continued  for  several  days,  but  not  the  slightest  vestige  of  a  record  could  be  found.  The 
graves  were  not  opened  nor  disturbed. 

Capt.  Sir  John  Eoss  had  towed  out  from  England  a  small  vessel  of  about  12  tons.  He  proposed 
leaving  her  at  this  point,  to  fall  back  upon  in  case  of  disaster  to  any  of  the  searching  vessels.  Our  contri- 
bution to  supply  her  was  three  barrels  of  provisions. 

From  the  most  elevated  part  of  Beechy  Island  (about  800  feet  high),  an  extensive  view  was  had  both 
to  the  north  and  west.     No  open  water  could  be  seen  in  either  direction. 

On  the  29th  of  August  we  cast  off  from  Beechy  Island  and  joined  our  consort  at  the  edge  of  the  fixed 
ice,  near  Point  Jones.  ... 

Acting  Master  S.  P.  Grifiin,  commander  of  the  Eescue,  had  just  returned  from  a  searching  excursion 
alone  shore,  on  which  he  had  been  dispatched  48  hours  before,  ilidshipman  Lovell  and  four  men  com- 
posed his  party.  He  reports  that,  pursuing  carefully  his  route  to  the  northward,  he  came  upon  a  partially 
overturned  cairn  of  large  dimensions,  on  the  beach  a  few  miles  south  of  Cape  Bowden.  Upon  strict 
examination,  it  appeared  to  have  been  erected  as  a  place  of  deposit  for  provisions.  No  clue  could  be  found 
within  it  or  around,  as  to  the  persons  who  built  it ;  neither  could  its  age  be  arrived  at.  At  2  P.  M.  of  the 
28th,  he  reached  Cape  Bowden  Avithout  further  discovery.  Erecting  a  cairn  containing  the  information 
which  Avould  be  useful  to  a  distressed  l^arty,  he  commenced  his  j(jurney  back. 

Until  the  3d  of  September  we  were  detained  at  this  point  by  the  closing  in  of  the  ice  from  the  south- 
ward, occasioned  by  strong  S.  E.  winds  accompanied  with  thick  weather  and  snow.  On  this  day,  the  packed 
ice  moved  off  from  tlie  edge  of  the  fixed  ice,  leaving  a  practicable  lead  to  the  west,  into  which  we  at  once 
stood.  At  midnight,  when  about  two-thirds  of  the  vfny  across  the  channel,  the  closing  ice  arrested  our 
progress.  We  were  in  some  danger  from  heavy  masses  coming  against  us,  but  both  vessels  passed  the 
night  uninjured.  In  the  evening  of  the  4th  we  were  able  to  make  a  few  miles  more  westing,  and  the 
following  day  we  reached  Barlow's  Inlet.  The  ice  being  impracticable  to  the  southward,  we  secured  the 
vessels  at  its  entrance.  The  Assistance,  and  her  steam  tender,  were  seen  off  Cape  Hotham,  behind  which 
they  disappeared  in  the  course  of  the  day. 

Barlow's  Inlet  would  afford  a  good  shelter  for  vessels  in  case  of  necessity,  but  it  would  require  some 
cutting  to  get  in  or  out.     The  ice  of  last  Avinter  still  remained  in  it  unbroken. 

A  fresh  breeze  from  the  north  on  the  8th,  caused  the  ice  in  the  channel  to  set  to  the  southward.     It 


'I'UK    tJl'EN    SKA    IX    TUK    ARCTIC    OCEAX.  201 

Still  remained,  however,  closely  packed  on  (.'ape  Hotliani.     On  llie  Otli,  in  tlic  nmrning,  the  wind  shifted  to 
tlie  westward  ;  an  opening  appeared,  and  we  at  once  got  under  wav. 

Passing  Cape  Hotham,  a  lead  was  seen  along  the  south  side  of  Cornwallis  Island,  into  which,  with  a 
head  wind,  we  worked  slowly,  our  progress  being  much  impeded  by  bay  ice;  indei'd,  it  brought  us  to  a 
dead  stand  more  than  once.  The  following  day  we  readied  GrilHth's  Island,  passing  the  southern  point  of 
which,  the  English  searching  vessels  were  descried  made  fast  to  the  ice  at  a  few  miles'  distance.  The  western 
lead  closing  at  this  point,  we  were  compelled  to  make  fast  also. 

The  ice  here  was  so  very  unfavorable  for  making  further  progress,  and  the  season  was  so  far  advanced, 
that  it  became  necessar}^  to  take  fui'ther  movements  into  serious  consideration.  A  consultation  was  held 
with  the  commander  of  the  Rescue,  and  after  reviewing  carefully  all  the  circumstances  attending  our  posi- 
tion, it  was  judged  that  we  had  not  gained  a  point  from  which  wc  cjuld  commence  opei-ations  in  the  season 
of  IS.jl  with  decided  advantages.  Therefore,  agreeably  to  my  instructions,  I  felt  it  an  imperati\e  duty  to 
extricate  the  vessels  from  the  ice  and  return  to  the  United  States. 

The  .state  of  the  Aveather  prevented  our  acting  immediately^  upon  this  decision. 

September  11,  Avind  from  the  eastward,  witli  fog  and  snoAV,  we  were  kept  stationary  ;  much  bay  ice 
forming;  thermometer  2(3°.  Early  on  the  morning  of  the  l'2th,  tlie  wind  changed  to  the  X.  W.  and  in- 
creased rapidly  to  a  heavy  gale,  which,  carrying  olT  the  ice,  brought  with  it  clouds  of  drift  snow. 

The  Rescue  was  blown  from  her  ice  anchors,  and  went  adrift  so  suddcnl}^  that  a  boat  and  two  of  her 
men  were  left  behind  ;  she  got  under  sail,  but  the  wind  was  too  strong  for  her  to  regain  the  ice.  The  driv- 
ing snow  soon  hid  her  from  us.  The  Advance  came  near  meeting  the  same  fate  ;  the  edge  of  the  floe  kept 
breaking  awa}',  and  it  was  with  much  difliculty  that  other  ice  anchors  could  be  planted  further  in,  to  hold 
on  by.  ■ 

The  thermometer  fell  to  8°;  mean  for  the  24  hours,  14°. 

On  the  morning  of  the  loth,  the  wind  having  moderated  sufiiciently,  we  got  under  way,  and,  working 
our  way  through  some  streams  of  ice,  arrived  in  a  few  hours  at  Griffith's  Island,  under  the  lee  of  which  we 
found  our  consort  made  fast  to  the  shore,  where  she  had  taken  shelter  in  the  gale,  her  crew  having  suffered 
a  good  deal  from  the  iuclemeucy  of  the  weather.  In  bringing  to,  under  the  lee  of  the  island,  she  had  the 
misfortune  to  spring  her  rudder,  so  that,  on  joining  us,  it  was  with  much  difficulty  she  could  steer.  To 
insure  her  safety  and  more  rapid  progress,  she  was  taken  in  tow  by  the  Advance,  when  she  bore  up  with  a 
fine  breeze  from  the  westward.     Off  Cape  ilartj-r,  wc  left  the  English  squadron,  under  Capt.  Austin. 

About  ten  miles  farther  to  the  west,  the  two  vessels  under  Capt.  Penny,  and  that  under  Sir  John  Ross, 
were  seen  secured  near  the  land.  At  8  P.  ]\I.  we  had  advanced  as  far  as  Cape  Itotham.  Thence,  as  far  as 
the  increasing  darkness  of  the  night  enabled  us  to  see,  there  was  nothing  to  obstruct  our  jirogress  except 
the  bay  ice.  This,  with  a  good  breeze,  would  not  have  impeded  us  much  ;  but,  unfortunately,  the  wind, 
when  it  was  most  rerpiired,  failed  us.  The  snow,  with  which  the  surfiice  of  the  water  was  covered,  rapidly 
cemented  and  formed  a  tenacious  crust,  through  which  it  was  impossible,  with  all  our  appliances,  to  force 
the  vessels.  At  8  P.  M.  they  came  to  a  dead  stand,  some  ten  miles  to  the  cast  of  Barlow's  Inlet. 
2G 


202  THE    AV'IXU   ANK   CLIRRKNT   CHARTS. 

The  following  day  the  wind  hauled  to  the  southward,  from  which  quarter  it  lasted  till  the  19th.  Dur- 
ing this  period  tlie  young  ice  was  broken,  its  edges  squeezed  up  into  hummocks,  and  one  floe  overran  by 
another  till  it  all  assumed  the  apjwarance  of  heavy  ice.  The  vessels  received  some  heavy  nips  from  it,  but 
they  sustained  them  without  injury.  Whenever  a  pool  of  water  made  its  appearance,  every  effort  was 
made  to  reach  it,  in  hopes  it  would  lead  us  into  Beechy  Island,  or  some  other  place  where  the  vessels 
might  be  placed  in  security  for  the  winter. 

The  winter  set  in  unusually  early,  and  the  severity  with  vvdiich  it  commenced,  forbade  all  hope  of  our 
being  able  to  return  this  season ;  and  I  now  became  anxious  to  attain  a  point  in  the  neighborhood,  fr(_im 
whence,  by  means  of  land  parties  in  the  spring,  a  goodly  extent  of  Wellington  Channel  might  be  examined. 

In  the  mean  time,  under  the  influence  of  the  south  wind,  we  were  being  set  up  the  channel.  On  the 
18th,  we  were  above  Cape  Bowdon,  the  most  northern  point  seen  on  this  shore  by  Parry.  The  land  on 
both  shores  was  seen  much  farther,  and  tended  considerably  to  the' west  of  north.  To  account  for  this 
drift,  the  fixed  ice  of  Wellington  Channel,  which  we  had  observed  in  passing  to  the  westward,  must  have 
been  broken  up,  and  driven  to  the  southward  by  the  heavy  gale  of  the  12th. 

On  the  19th,  the  wind  veered  to  the  north,  which  gave  us  a  southerly  set,  forcing  us  in  at  the  same 
time,  with  the  western  shore.  This  did  not  last  long,  for  the  next  day  the  wind  hauled  again  to  the  south, 
and  blew  fresh,  bringing  the  ice  in  upon  us  with  much  pressure.  At  midnight  it  broke  up  all  around  us, 
so  that  we  harl  work  to  maintain  the  Advance  in  a  safe  position,  and  keep  her  from  being  separated  from 
her  consort,  which  was  immovably  fixed  in  the  centre  of  a  large  floe. 

We  continued  to  drift  slowly  to  the  N.  N.W.  until  the22d,  when  our  progress  apj^eared  to  be  arrestetl 
by  a  small,  low  island  which  was  discovered  in  that  direction,  about  seven  miles  distant.  A  channel  of 
three  or  four  miles  in  width  separated  it  from  Corwallis  Island.  This  latter  island,  tending  N.  W.  from 
our  position,  terminated  abruptly  in  an  elevated  cape,  to  which  I  have  given  the  name  of  Manning,  after 
a  warm  personal  friend,  and  ardent  supporter  of  the  exjDedition.  Between  Cornwallis  Island  and  some 
distant  high  laud  visible  in  the  north,  appeared  a  wide  channel  leading  to  the  westward.  A  dark,  misty- 
looking  cloud  which  hung  over  it  (technically  termed  "frost-smoke"),  was  indicative  of  much  open  water 
in  that  direction.  -''■'■'■[  .  .     .'      . 

This  was  the  direction  to  wdiich  iny  instructions,  referring  to  the  investigations  at  the  National  Ob- 
servatoiy,  concerning  the  winds  and  currents  of  the  ocean,  directed  me  to  look  for  open  water. 

Nor  was  the  open  water  the  only  indication  that  presented  itself  in  confirmation  of  this  theoretical 
conjecture  as  to  a  milder  climate  in  that  direction.  As  we  entered  Wellington  Channel,  the  signs  of  animal 
life  became  more  abundant ;  and  Captain  Penny,  commander  of  one  of  the  English  expeditions,  who  after- 
wards penetrated  on  sledges  much  farther  towards  the  region  of  the  frost-smoke  than  it  was  possible  for  us 
to  do  in  our  vessels,  reported  that  he  actually  arrived  on  the  borders  of  this  open  sea. 

Thus  these  admirably  drawn  instructions,  deriving  arguments  from  an  enlarged  and  comprehensive 
system  of  physical  research,  no't  only  pointed  with  emphasis  to  an  unknown  open  sea,  into  which  Franklin 


TIIK   OPEN    SEA   IN    THE    AUCTIC    OCICAX.  203 

liad  probably  found  liis  way,  but  dir(x;tod  mo  to  soarcli  for  traces  of  liis  c<xpc(bluin  in  tlio  very  clianncl,  at 
tlic  entrauce  of  wliicli,  it  is  now  ascertained,  lie  had  [lassed  Lis  llrst  winter. 

^i'he  direction  in  wliicli  searcb,  with  most  chances  of  success,  is  now  to  be  made  lur  the  missing  expe- 
dition, or  for  traces  of  it,  is  no  doubt  in  the  direction  which  is  so  clearly  pointed  out  iu  my  instructions. 

To  the  channel  which  ai>peared  to  lead  into  the  open  sea,  over  wliich  the  cloud  of  frost-smoke  hung  as 
a  siga,  I  have  given  the  name  of  Maury,  after  the  distinguished  gentleman  at  the  head  of  our  National 
Observatory,  whose  theory  with  regard  to  an  open  sea  to  the  noi'th  is  likely  to  be  realized  through  this 
channel.  To  the  large  mass  of  land  visible  between  N.  W.  to  N.  N.  E.  I  gave  the  name  of  Griunell,  in 
honor  of  the  head  and  heart  of  the  man  iu  whose  philantliro[)ic  mind  originated  the  idea  of  this  expedition, 
and  to  whose  munillcence  it  owes  its  existence. 

To  a  rema]'kable  peak  bearing  N.  ^T.  E.  from  lis,  distant  about  forty  miles,  was  given  the  name  of 
Mount  Franklin.  An  inlet  or  harbor,  inunediatelj^  to  the  north  of  Cape  Bowden,  was  discovered  by  the 
commander  of  the  Kescue,  in  his  land  excursion  from  Point  Tunes,  ou  the  27th  of  August,  and  has  received 
the  name  of  Griffm  Inlet.  The  small  island  meutioued  before,  was  called  Murdaugh"s  Island,  after  the 
acting  master  of  the  Advance. 

The  eastern  shore  of  "Wellington  Channel  appeared  to  run  nearly  parallel  with  the  western;  but  it 
became  quite  low,  and  being  covered  with  snow,  could  not  be  distinguished  with  certaint\',  so  that  its  con- 
tinuity with  the  high  land  to  the  north  was  not  ascertained. 

Some  small  pools  of  open  water  a^jpearing  near  us,  an  attempt  was  made  to  get  the  vessels  into  them. 
The  Advance  was  moved  about  fifty  yards,  but  our  combined  eftoi'ts  were  of  no  avail  in  extricating  the 
Rescue  from  her  ic}'  cradle.  A  change  of  wind  not  onlv  closed  tlie  ice  u[>  again,  but  threatened  to  give  us 
a  severe  nip.     We  unshiiiped  her  rudder,  and  placed  it  out  of  harm's  way. 

September  23d  was  an  uncomfortable  da}- ;  the  wind  was  from  the  N.  E.  with  snow.  From  an  enrly 
hour  in  the  morning,  the  floe  began  to  be  pressed  together  with  so  much  force,  that  their  edges  were  thrown 
up  in  immense  ridges  of  rugged  hummocks.  The  Advance  was  heavily  nipped  between  two  floes,  and  the 
ice  was  piled  up  so  high  above  the  rail  on  the  starboard  side,  as  to  threaten  to  come  on  board,  and  sink  us 
with  its  weight.  All  hands  were  occu])ied  in  keeping  it  out.  The  pressure  and  eommoti(Mi  did  not  cease 
till  near  midnight,  when  we  were  very  glad  to  have  a  res[)ite  from  our  labors  and  fears.  The  next  day  we 
were  threatened  with  a  similar  scene,  but  it  fortunately  ceased  in  a  short  time. 

For  tlie  remainder  of  September  and  until  the  -iih  of  October,  the  vessels  drifted  but  little.  The  winds 
were  very  light;  the  thermometer  fell  to  minus  12°,  and  ice  formed  over  the  few  pools  in  sight,  sufllelcutly 
strong  to  travel  upon. 

We  were  now  strongly  impressed  with  the  belief  that  tlie  ice  had  become  fixed  for  the  winter,  and 
that  we  shoull  be  alile  to  semi  out  travelling  parties  from  this  advanced  position  for  the  examination  of  the 
land  to  the  northward.  Stinmlated  by  this  fair  prospect,  another  attempt  was  made  to  reach  the  shore  in 
order  to  establish  a  depot  of  provisions  at,  or  near  Cape  Manning,  which  would  materially  facilitate  the 


204  THE   WIXD   AND   CTRIIEXT    CHARTS. 


progress  of  our  parties  in  the  spring,  liiat  tlic  ice  was  still  found  to  be  detached  from  tlic  shore,  and  a 
narrow  lane  of  water  cut  us  off  from  it.  , 

During  this  interval  of  comparative  quiet,  preliminary  measures  were  taken  for  heating  the  Advance, 
and  increasing  her  quarters  so  as  to  accommodate  the  officers  and  crews  of  both  vessels.  No  stoves  had  as 
yet  been  used  in  either  vessel ;  indeed,  they  could  not  well  be  put  up  without  placing  a  large  quantity  of 
stores  and  fuel  upon  the  ice.  The  attempt  was  made  to  do  this,  but  a  sudden  crash  in  the  floe  where  it 
appeared  strongest,  causing  the  loss  of  several  tons  of  coal,  convinced  us  that  it  was  not  yet  safe  to  do  so. 
It  was  not  till  the  20tli  of  October  that  we  got  fires  below.  Ten  days  later  the  housing-cloth  was  put  over, 
and  the  officers  and  crew  of  the  Eescue  ordered  on  board  the  Advance  for  the  winter.  Koom  was  found 
on  the  deck  of  the  Eescue  for  many  of  the  provisions  removed  from  the  hold  of  this  vessel ;  still,  a  large 
quantity  had  to  be  placed  on  the  ice.  '  ,  .    .    •  , 

The  absence  of  fires  below  had  caused  much  discomfort  to  all  hands  ever  since  the  beginning  of  Sep- 
tember; not  so  much  from  the  low  temperature  as  from  the  accumulation  of  moisture,  by  condensation,' 
which  congealed  as  the  temperature  decreased,  and  covered  the  wood-work  of  our  apartments  with  ice; 
This  state  of  things  soon  began  to  work  its  effect  upon  the  health  of  the  crews ;  several  cases  of  scurvy 
appeared  among  them ;  and  notwithstanding  the  indefatigable  attention  and  active  treamcnt  resorted  to  by 
the  medical  officers,  it  could  not  be  eradicated;  its  progress,  however,  was  checked. 

All  through  October  and  November  we  wore  drifted  to  and  fro  by  the  changing  wind,  but  never 
passed  out  of  Wellington  Channel.  On  the  first  of  November,  the  new  ice  had  attained  the  thickness  of 
thirty-seven  inches;  still,  frequent  breaks  would  occur  in  it,  often  in  fearful  proximity  to  the  vessels. 
Hummocks,  consisting  of  massive  granite-like  blocks,  would  be  thrown  up  to  the  height  of  twenty,  and 
even  thirty  feet.  This  action  in  the  ice  was  accompanied  with  a  variety  of  sounds  impossible  to  be  de- 
scribed ;  but  when  heard,  never  failed  to  carry  a  feeling  of  awe  into  the  stoutest  hearts.  In  the  stillness 
of  an  arctic  night  they  would  be  heard  several  miles;  and  often  was  the  rest  of  all  hands  disturbed  by  them. 

To  guard  against  the  worst  that  could  happen  to  us,  the  destruction  of  the  vessels,  the  boats  were  pre- 
pared, and  sledges  built.  Tliirty  days'  provisions  were  placed  in  them  for  all  hands,  together  with  tents 
and  blanket  bags  for  sleeping  in.  Besides  this,  each  man  and  officer  had  liis  knapsack,  containing  an  extra 
suit  of  clothes.     These  were  all  kept  in  readiness  for  use  at  a  moment's  notice. 

For  the  sake  of  wholesome  exercise,  as  well  as  to  inure  the  people  to  ice  travelling,  frequent  excur- 
sions were  made  with  our  laden  sledges.  The  officers  usually  took  the  lead  at  the  drag-ropes,  and  they,  as 
well  as  the  men,  underwent  the  labor  of  surmounting  the  rugged  hummocks  with  great  cheerfulness  and 
zeal.  Notwithstanding  the  low  temperature,  all  hands  usually  returned  in  a  profuse  per.spiration.  We 
had  also  otlier  sources  of  exercise  and  amusement,  such  as  the  foot-ball,  skating,  sliding,  and  racing,  with 
theatrical  representations  on  holidays  and  national  anniversaries.  These  amusements  were  continued 
throughout  the  winter,  and  contributed  very  materially  to  the  cheerfulness  and  general  good  health  of  all 
hands. 

The  drift  had  set  us  gradually  to  the  .southeast  until  we  were  about  five  miles  to  the  southwest  of 


THK    OI'EX   SEA   IN   THE   ARCTIC    OCEAN.  205 

[Beechy  Islan<l.  In  this  position  we  remained  comparatively  stationary  al)out  a  wcelc.  We  once  more 
began  to  entertain  a  hope  that  we  had  become  fixed  lor  the  winter,  but  it  proved  a  vain  one;  for  on  tlie  List 
day  of  November  a  strong  wind  from  the  westward  set  in,  with  thiclc  snowy  weather.  Tliis  wind  created 
an  immediate  movement  in  the  ice  ;  several  fractures  took  place  near  n.s,  and  many  heavy  hummocks  were 
thrown  up.  The  floe  in  which  our  vessels  Avere  imbedded  was  being  raj)idly  encroached  upon,  so  that  we 
were  in  momentary  fear  of  the  ice  breaking  from  around  them,  and  that  they  would  be  once  more  broken 
out,  and  left  to  the  tender  mercies  of  the  crushing  floes. 

On  the  following  day  (the  first  of  December),  the  weather  cleared  off,  and  the  few  hours  of  twiliglit 
Avhich  we  had  about  noon  enabled  us  to  get  a  glimpse  of  the  land.  As  well  as  we  could  make  it  out,  we 
appeared  to  be  off  Gascoigne  Inlet.  ■  ,  , 

We  were  now  clear  of  Wellington  Channel,  and  in  the  fair  way  of  Lancaster  Sound,  to  be  set  cither 
up  or  down  at  the  mercy  of  the  prevailing  winds  and  currents.  ^Ve  were  not  long  left  in  doubt  as  to  the 
direction  we  had  to  pursue.  The  wlmls  prevailed  from  the  westward,  and  our  drift  was  steady  and  rapid 
towards  the  mouth  of  the  sound. 

The  prospect  before  us  was  now  anything  but  cheering.  We  were  deprived  of  our  last  fond  hope — 
that  of  becoming  fixed  in  some  position  whence  operations  could  be  carried  on  liy  means  of  travelling 
parties  in  the  spring.     The  vessels  were  being  fast  set  out  of  the  region  of  research. 

Nor  was  this  our  only  source  of  uneasiness.  The  line  of  our  drift  was  from  two  to  five  miles  from 
the  north  .shore ;  and  whenever  the  moving  ice  met  with  any  of  the  capes,  or  projecting  points  of  land,  the 
obstruction  would  cause  fractures  in  it,  extending  ofi'  to,  and  far  beyond  us. 

Cape  Hurd  was  the  first  and  most  prominent  point ;  we  were  but  two  miles  from  it  on  the  3d  of  Decem- 
ber. Nearly  all  day  the  ice  was  both  seen  and  heard  to  be  in  constant  motion  at  no  great  distance  from  us. 
In  the  evening,  a  crack  in  our  floe  took  place  not  more  than  twenty-five  yards  ahead  of  the  Advance.  It 
opened  in  the  course  of  the  evening  to  the  width  of  one  hundred  yards. 

No  farther  disturbance  took  place  until  noon  of  the  5tli,  when  we  were  somewhat  startled  by  the  fami- 
liar and  unmistakable  sound  of  ice  grinding  against  the  side  of  the  ship.  Going  on  deck,  I  jierceived  that 
another  crack  had  taken  place  along  the  length  of  the  vessel.  It  did  not  open  more  than  a  foot;  this,  how- 
ever, was  sufficient  to  liberate  the  vessel,  and  she  rose  several  inches  bodily,  having  become  more  buoyant 
since  she  was  frozeii  in.  The  following  day,  in  the  evening,  the  crack  opened  several  yards,  leaving  the 
sides  of  the  Advance  entirely  free,  and  she  was  once  more  supported  by,  and  rode  in  her  own  element. 
AVe  were  not,  however,  by  any  means  in  a  pleasant  situation.  The  floes  were  considerably  broken  in  all 
directions  around  us,  and  one  crack  had  taken  place  between  the  two  vessels.  The  Eeseue  was  not  dis- 
turbed in  her  bed  of  ice. 

December  7,  at  S  A.  ii.,  the  crack  in  which  we  were  had  opened  and  formed  a  lane  of  water  50  feet 
wide,  communicating  ahead,  at  the  distance  of  MO  feet,  with  ice  of  about  one  foot  in  thickness,  which  had 
formed  since  the  od.  The  vessel  was  .secured  to  the  largest  floe  near  us,  that  on  which  our  spare  stores 
were  deposited.     At  noon  the  ice  Avas  again  in  motion,  and  began  to  close,  affording  us  the  pleasant  jiros- 


206  TUE   AVIXI)   AND    CURRENT   CHARTS. 

pect  of  .111  inevitable  "nip"  between  two  floes  of  the  heaviest  kind.  In  a  short  time  the  prominent  points 
took  our  sides  on  the  starboard,  just  about  the  main  rigging,  and  on  the  i)ort,  under  the  counter,  and  at  the 
fore  rigging,  thus  bringing  three  points  of  pressure,  in  such  a  position  tluit  it  must  have  proved  fatal  to  a 
larger  or  less  strengthened  vessel.  '  ... 

The  Advance,  however,  stood  it  bravely.  After  trembling  and  groaning  in  every  joint,  the  ice  passed 
under  and  raised  her  about  two  and  a  half  feet ;  she  was  let  down  again  for  a  moment,  and  then  her  stern 
Avas  raised  about  five  feet ;  her  bow,  being  unsupported,  was  depressed  almost  as  much.  In  this 
uncomfortable  position  we  remained.  The  wind  blew  a  gale  from  the  eastward,  and  the  ice  all  round  was 
in  dreadful  commotion,  excepting,  fortunately,  that  in  immediate  contact  with  us.  The  commotion  in  the 
ice  continued  all  through  the  night,  and  we  were  in  momentary  expectation  of  witnessing  the  destruction 
of  both  vessels.     The  easterly  gale  had  set  in  some  two  or  tliree  miles  to  tlie  west. 

As  soon  as  it  was  light  enough  to  see  on  the  9tli,  it  was  discovered  that  the  heavy  ice  in  which  the 
Rescue  had  been  imbedded  for  so  long  a  time,  was  entirely  broken  nj),  and  piled  around  her  in  massive 
hummocks.  On  her  pumps  being  sounded,  I  was  gratified  to  learn  that  she  remained  tight,  notwithstanding 
the  immense  straining  and  pressure  that  she  must  have  endured.  ■     .       -    . 

During  this  period  of  trial,  as  well  as  in  all  former  and  subsequent  ones,  I  could  not  avoid  being  struck 
with  the  calmness  and  decision  of  the  oflicers,  as  well  as  the  subordination  and  good  conduct  of  the  men, 
without  an  exception.  Each  one  knew  the  imminence  of  the  peril  that  surrounded  us,  and  was  prepared 
to  abide  it  with  a  stout  heart.  There  was  no  noise,  no  confusion.  I  did  not  detect,  even  in  the  moments 
when  the  destruction  of  the  vessels  seemed  inevitable,  a  single  desponding  look  among  the  whole  crew;  on 
the  contrary,  each  one  seemed  resolved  to  do  his  whole  duty,  and  everything  went  on  cheerily  and 
bravely.  '  '  .  ' 

For  my  own  part,  I  had  become  quite  an  invalid — so  much  s(.>,  as  to  prevent  my  taking  an  active  part 
in  the  duties  of  the  vessel,  as  I  had  always  done,  or  even  from  incurring  the  exposure  necessary  to  proper 
exercise.  However,  I  felt  no  apprehension  that  the  vessel  would  not  be  properly  taken  care  of,  for  I  had 
perfect  confidence  in  the  officers,  one  and  all,  by  wliom  I  was  surrounded.  I  knew  them  to  be  equal  to  any 
emergencv ;  but  I  felt  under  special  obligations  to  the  gallant  commander  of  the  Rescue,  for  the  efiicient 
aid  which  he  rendered  nie.  With  the  kindest  consideration  and  the  most  cheerful  alacrity,  he  volunteered 
to  perform  the  executive  duties  during  the  winter,  and  relieve  me  from  everything  that  might  tend  in  the 
least  to  retard  my  recovery. 

During  the  remainder  of  December,  the  ice  remained  quiet  immediately  around  us,  and  the  breaks 
were  all  strongly  cemented  by  new  ice.  In  our  neighborhood,  however,  cracks  were  daily  visible.  Our 
drift  to  the  eastward  averaged  nearly  six  miles  per  day,  so  that  on  the  last  of  the  month  we  were  at  the 
entrance  of  the  sound ;  Cape  Osborn  bearing  north  from  us. 

January,  1851.  On  passing  out  of  the  sound,  and  opening  BaflBm's  Bay  to  the  northward,  was  seen  a 
dark  \un-\zon,  indicating  much_  open  water  in  that  direction. 

On  the  11th,  a  crack  took  place  between  us  and  the  Rescue,  passing  close  under  our  stern.     It  opened 


TlIK    Ul'EX    SEA    IN   TllK   AKCTIC    OCKAX.  207 

and  formed  a  lane  of  water  eighty  feet  wide.  In  tlic  aftcmooii  the  does  Ix^gan  to  move;  tlie  lane  of  water 
was  closed  up,  and  the  edges  of  the  ice  coming  in  contact  with  much  jiressnre,  threatened  tlu;  demolition  of 
the  narrow  sjiace  which  separated  ns  from  the  line  ol'  fracture;  fortunately,  the  floes  again  separated  and 
assumed  a  motion  hy  whic'h  the  Kescuc  passed  from  our  stern  to  the  port  liow,  and  increased  her  distance 
from  us  to  seven  hundred  yards,  where  she  came  to  a  stand.  Our  stores  that  were  on  the  ice  were  on  the 
same  side  of  the  crack  as  the  Rescue,  and  of  course  were  carried  witli  her. 

The  following  day  the  ice  remained  quiet;  but  soon  after  midnight  on  the  L'Uh,  a  gale  having  sprung 
up  from  the  westward,  it  once  more  got  into  violent  motion ;  young  ice  in  tlie  crack  near  our  stern  was 
soon  broken  up;  the  edges  of  the  thick  ice  came  in  contact,  and  a  fearful  pressure  took  place,  forcing  up  a 
line  of  hummocks  which  approached  within  ten  feet  of  our  stern.  The  vessel  tumbled  and  complained  a 
great  deal.  At  last  the  floe  broke  up  around  us  into  many  pieces  and  became  detached  from  the  sides  of 
the  vessel.  This  scene  of  frightful  commotion  lasted  until  -i  A.  M.  Every  moment  I  expected  the  vessel 
would  be  crushed  or  overwhelmed  by  the  massive  ice  forced  up  far  above  our  bulwarks.  The  Eescuc, 
being  further  removed  on  the  other  side  of  the  crack  from  the  line  of  crushing,  and  Ijeing  firmlv  iiidjcilded 
in  heavy  ice,  I  was  in  hopes  would  remain  undisturljcd ;  but  this  was  not  the  case;  for,  on  sending  to  her, 
as  soon  as  it  was  light  enough  to  see,  the  floe  was  found  to  be  broken  away  entirely  up  to  her  bows,  and 
then  formed  into  such  high  hummocks,  that  her  bowsprit  was  broken  off,  together  with  her  head,  and 
all  the  light  wood-work  about  it.  Had  the  action  of  the  ice  continued  much  longer,  she  must  have  been 
destroyed. 

We  had  the  misfortune  to  iind  that  sad  havoc  had  been  made  among  the  stores  and  provisions  left  on 
the  ice ;  a  few  barrels  were  recovered,  but  a  large  number  were  crushed  and  had  disappeared. 

On  the  morning  of  the  14th,  there  was  again  some  motion  in  the  floes;  that  on  the  port  side  moved  off 
from  the  vessel  two  or  three  feet,  and  there  became  stationary.  This  left  the  vessel  entirely  detached  from 
the  ice  round  the  waterdine,  and  it  was  expected  she  would  once  more  resume  an  upright  position.  In 
this,  however,  we  were  disa}ipointed,  for  she  remained  with  her  stern  elevated  and  a  considerable  list  to 
starboard,  being  held  in  this  uncomfortable  position  by  the  heavy  masses  which  had  been  forced  under  her 
bottom.     She  retained  this  position  until  she  finally  broke  out  in  the  spring. 

We  were  now  fully  launched  into  Baihu's  'Bay,  and  our  line  of  drift  began  to  be  more  southerly, 
assuming  a  direction  nearly  parallel  with  the  western  shore  of  the  bay  at  a  distance  of  from  forty  to  seventy 
miles  from  it. 

After  an  absence  of  eighty-seven  days,  the  sun,  on  the  '20th  of  January,  raised  his  whole  diameter 
above  the  southern  horizon  and  remained  visible  more  than  an  hour.  All  hands,  on  seeing  an  old  friend 
again,  gave  vent  to  their  delight  in  three  hearty  cheers. 

The  length  of  the  days  now  went  on  increasing  rapidly,  but  no  warmth  was  yet  experienced  from  tlie 
sun's  rays ;  on  the  contrary  the  cold  became  more  intense.  Mercury  was  congealed  for  several  days  in 
February ;  also  in  March  ;  which  did  not  occur  at  any  other  period  of  the  winter.  A  very  low  temperature 
was  invariably  accompanied  with  clear  and  calm  weather,  so  that  our  coldest  days  were  perhaps  the  most 


208  THK  WIND  AND  CURRENT  CHARTS. 

pleasant.  In  tlie  absence  of  wiml,  we  could  take  exercise  in  tbe  open  air  without  feeling  any  inconvenience 
from  the  cold.  But  witli  a  strong  wind  blowing,  it  was  dangerous  to  be  exposed  to  its  chilling  blasts 
for  any  length  of  time,  even  when  the  thermometer  indicated  a  comparatively  moderate  degree  of  tem- 
perature. 

The  ice  around  the  vessel  soon  became  again  cemented  and  fixed,  and  no  other  rupture  was  experi- 
enced until  it  finally  broke  up  in  the  spring  and  allowed  us  to  escape.  Still,  we  kept  driving  to  the 
southward  along  with  the  whole  mass.  Open  lanes  of  water  were  visible  at  all  times  from  aloft ;  sometimes 
they- would  be  formed  within  a  mile  or  two  of  us. 

Norwhales,  seals,  and  dovekeys,  were  seen  in  them.  Our  sportsmen  were  not  expert  enough  to  procure 
any  except  a  few  of  the  latter,  although  they  were  indefatigable  in  their  exertions  to  do  so.  Bears  would 
be  frecptently  seen  prowling  about,  but  only  two  were  killed  during  the  winter  ;  others  were  wounded,  but 
made  their  escape.  A  few  of  us  thought  their  flesh  very  palatable  and  wholesome,  but  the  majority  utterly 
rejected  it.     The  flesh  of  the  seal,  when  it  could  be  obtained,  was  received  with  more  favor. 

As  the  season  advanced,  the  cases  of  scurvy  became  more  numerous ;  yet  they  were  all  kept  under 
control  by  the  unwearied  attention  and  skilful  treatment  of  the  medical  officers.  My  thanks  are  due  to 
them,  especially  to  passed  assistant  Surgeon  Kane,  the  senior  medical  officer  of  the  expedition.  I  ofteu 
had  occasion  to  consult  him  concerning  the  hygiene  of  the  crew,  and  it  is  in  a  great  measure  owing  to  the 
advice  which  he  gave  and  the  expedients  which  he  recommended,  that  the  expedition  was  enabled  to  return 
without  the  loss  of  a  man. 

By  the  latter  part  of  February,  the  ice  had  become  sufficiently  thick  to  enable  us  to  dig  a  trench  around 
the  stern  of  the  Eescue,  deep  enough  to  ascertain  the  extent  of  the  injury  she  had  received  in  the  gale  at 
Griffith's  Island.  It  was  not  found  to  be  material ;  the  upper  gudgeon  alone  had  been  wrenched  from  the 
stern-post ;  it  was  adjusted  and  the  rudder  repaired  and  made  ready  for  shipping  when  it  should  be  required. 
A  new  bowsprit  was  also  made  for  her  out  of  the  few  spare  spars  that  we  had  left,  and  everything  made 
sea-worthy  in  both  vessels  before  the  breaking  up  of  the  ice. 

On  the  first  of  April,  a  hole  was  cut  in  some  ice  that  had  been  forming  since  our  first  besetment,  ia 
September ;  it  Avas  found  to  have  attained  the  thickness  of  seven  feet  two  inches. 

In  this  month  (April),  the  amelioration  in  the  temperature  became  quite  sensible.  All  hands  were  kept 
at  work  cutting  and  sawing  the  ice  from  around  the  vessels,  in  order  to  allow  them  to  float  once  more. 
With  the  Rescue,  they  succeeded,  after  much  labor,  in  attaining  this  object ;  but  around  the  stern  of  the 
Advance,  the  ice  was  so  thick  that  our  thirteen-feet  saw  was  too  short  to  pass  through  it.  Her  bows  and 
sides,  as  far  aft  as  the  gangways,  were  liberated. 

After  making  some  alterations  in  the  Rescue  for  the  better  accommodation  of  her  crew,  fires  having 
been  lighted  on  board  of  her  for  several  days  previous,  to  remove  the  ice  and  dampness  which  had  accu- 
mulated during  the  winter,  both  officers  and  crew  were  transferred  to  her  on  the  24:tli  of  April.  The 
stores  of  this  vessel  which  had  been  taken  out  were  restowed,  the  housing-cloth  taken  off,  and  the  vessel 
made  in  every  respect  ready  for  sea.     There  was  little  prospect,  however,  of  our  being  able  to  reach  this 


THE    OPEN    SEA    1>.'    THE    AKCTIC    OCEAX.  209 

desired  element  very  soon.  The  nearest  water  Avas  a  narrow  lane  more  tlian  two  miles  distant,  and  to  cut 
tlirougli  the  ice  which  intervened  would  have  been  next  to  impossible.  Beyond  this  lane,  from  the  mast- 
head, nothing  but  interminable  floes  could  be  seen.  It  was  thought  best  to  wait  in  patience  and  allow 
nature  to  work  for  us;  she  alone  could  cfteetually  break  up  and  dissolve  the  icy  chains  with  which  she  had 
bound  us. 

In  May,  the  noonday  sun  began  to  have  some  eflect  upon  the  snow  which  had  covered  the  ice  ;  the 
surface  of  the  floes  became  watery  and  difficult  to  walk  over ;  still,  the  dissolution  was  so  slow,  in  com- 
parison with  the  mass  to  be  dissolved,  that  it  must  have  taken  us  a  long  period  to  have  become  liberated 
from  this  cause  alone.  More  was  expected  from  our  southerly  drift,  which  still  continued,  and  must  soon 
carry  us  into  a  milder  climate  and  open  sea. 

On  the  19th  of  May,  the  land  about  Cape  Searle  was  made  out,  the  first  we  had  seen  since  piassiug  Cape 
"Walter  Bathurst,  about  the  20th  of  Januaiy.  A  few  days  later  we  were  off  Cape  Walsingham,  and  on  the 
29th  passed  out  of  the  Arctic  zone. 

June  5th,  a  moderate  breeze  from  S.  E.  with  pleasant  weather;  thermometer  up  to  40°  at  noon,  and 
altogether  quite  a  warm  and  melting  day.  During  the  morning,  a  peculiar  crackling  sound  was  heard  on 
the  floe ;  I  was  inclined  to  impute  it  to  the  settling  of  the  snow-drifts,  as  they  were  acted  upon  by  the  sun ; 
but  in  the  afternoon,  at  about  five  o'clock,  the  puzzle  was  solved  very  lucidly,  and  to  the  exceeding  satis- 
faction of  all  hands.  A  crack  in  the  floe  took  place  between  us  and  the  Rescue,  and  in  a  few  minutes 
thereafter  the  whole  of  the  immense  field  in  which  we  had  been  imbedded  for  so  many  mouths  was  rent 
in  all  directions,  leaving  not  a  piece  exceeding  100  yards  in  diameter.  This  rupture  was  not  accompanied 
with  any  noise. 

The  Rescue  was  entirely  liberated ;  the  Advance  only  partially ;  the  ice  in  which  her  after-part  was 
imbedded,  still  adhered  to  her  from  the  main  chains  aft,  keeping  her  stern  elevated  in  its  unsightly  position. 
The  pack  (as  it  may  now  be  called)  became  quite  loose ;  and  but  for  our  pertinacious  friend  acting  as  an 
immense  drag  upon  us,  we  might  have  made  some  headway  in  any  desired  direction.  All  our  efforts  were 
now  turned  to  getting  rid  of  it.  With  saws,  axes,  and  crow-bars,  the  people  went  to  work  with  a  right 
good  will,  and  after  hard  labor  for  forty-eight  hours  succeeded.  The  vessel  was  again  afloat,  and  she 
righted.  The  joy  of  all  hands  vented  itself  spontaneously  in  three  hearty  cheers.  The  after-part  of  the 
false  keel  was  gone,  being  carried  away  by  the  ice.  The  loss  of  it,  however,  I  was  glad  to  perceive,  did 
not  materially  affect  the  sailing  or  working  qualities  of  the  vessel.  The  rudders  were  shipped,  and  we 
once  more  were  ready  to  move,  as  efficient  as  the  day  we  left  New  York. 

Steering  to  the  S.  E.  and  working  slowly  through  the  loose  but  heavy  pack,  on  the  9th  we  parted 
from  the  Rescue,  in  a  dense  fog,  she  taking  a  different  lead  from  the  one  the  Advance  was  pursuing. 

On  the  morning  of  the  10th,  with  a  fresh  breeze  from  the  north,  under  a  press  of  sail,  we  forced  a  way 
into  an  open  and  clear  sea,  in  latitude  65°  30',  about  35  miles  from  the  spot  in  which  we  were  liberated. 

The  wind,  which  in  the  ice  was  merely  fresh,  proved  to  be  in  clear  water  a  gale,  with  a  heavy  sea  run- 
27  ■  •  ■•     ■ 


210  TilE    WIND    AXD    CUKliENT    CUAKTS. 

ning.     Through  this  we  labored  until  the  next  morning,  when  it  moderated.     The  coast  of  Greenland  was 
in  sight.  '        >  . 

Our  course  was  now  directed  for  the  Whale  Fish  Islands  (the  place  of  rendezvous  appointed  for  our 
consort),  which  we  reached  on  the  16th;  not,  however,  without  having  some  difficu.lty  in  getting  through' 
the  unusual  uuraber  of  bergs  which  lined  the  coast.     In  an  encounter  Avith  one,  we  lost  a  studding-sail 
boom. 

I  had  two  objects  in  visiting  these  islands — that  of  verifying  our  chronometers,  and  to  recruit  our 
somewhat  debilitated  crews.  The  latter  object,  I  learned  on  arriving,  could  be  much  better  attained,  and 
the  former  quite  as  well,  at  Lively,  on  Disco  Island,  for  which  place  I  bore  up,  leaving  orders  for  the 
Rescue  to  follow  us.     AVe  arrived  on  the  17th,  and  the  Rescue  joined  us  the  day  after. 

The  crews  were  indulged  with  a  run  on  shore  every  day  that  we  remained,  which  they  enjoyed  ex- 
ceedingly after  their  tedious  winter's  confinement.  This  recreation,  together  Avith  a  few  vegetables  of  an 
antiscorbutic  character  that  were  obtained,  was  of  much  benefit  to  them.  There  were  no  fresh  provisions 
to  be  had  here  at  this  season  of  the  year.  Fortunately,  one  of  the  Royal  Danish  Company's  vessels . 
arrived  from  Copenhagen  while  we  remained,  and  from  her  we  obtained  a  few  articles  that  we  stood  much 
in  need  of.  The  Company's  store  was  nearly  exhausted,  but  what  remained  was  kindly  placed  at  our  dis- 
posal. 

On  the  2  2d,  our  crews  bemg  much  invigorated  by  their  exercise  on  terra  firma,  and  the  few  stiU 
afflicted  with  scurvy  being  in  a  state  of  convalescence,  we  got  under  way  with  the  intention  of  prosecuting 
the  object  of  the  expedition  for  one  season  more  at  least. 

From  the  statements  made  to  us  at  Lively,  the  last  winter  had  been  an  extraordinary  one.  The  winds 
had  prevailed  to  an  imusual  degree  from  the  N.  "W.,  and  the  ice  was  not  at  any  time  fixed.  The  whaling 
fleet  had  passed  to  the  northward  some  time  previous  to  our  arrival. 

On  the  2±th,  we  met  with  some  obstruction  from  the  ice  off  Hare  Island,  and  on  the  following  day  our 
progress  was  completely  arrested  by  it  at  Stovoe  Island.  In  seeking  for  a  passage,  wc  got  beset  in  the 
pack  on  a  lee  shore,  near  to  which  we  were  carried  b}^  the  drifting  ice,  and  narrowly  escaped  being  driven 
on  the  rocks.  After  getting  out  of  this  difficulty,  we  availed  ourselves  of  every  opening  in  the  ice,  and 
worked  slowly  to  the  northward  near  the  shoi'e. 

On  the  1st  of  July,  we  were  off  the  Danish  port  and  settlement  of  Proven ;  and  as  the  condition  of  the 
ice  rendered  farther  progress  at  present  impossible,  we  went  in  and  anchored,  to  wait  for  a  change. 

Ilere,  again,  some  scurvy  grass  was  collected,  and  the  men  allowed  to  run  on  shore. 

On  the  3d,  we  got  under  way,  and  ran  out  to  look  at  the  ice ;  but  finding  it  still  closely  packed, 
returned  to  our  anchorage. 

On  the  (Ith,  the  accounts  from  our  look-out  on  a  hill  near  us  were  more  favorable.  Again  we  got 
under  way,  and  finding  the  "pack"  somewhat  loose,  succeeded  in  making  some  headway  through  it.  The 
following  day  we  got  into  clecir  water,  and  fell  in  with  two  English  whaling  vessels,  the  Pacific  and  the 
Jane.     To  their  gentlemanly  and  considerate  commanders,  we  are  much  indebted  for  the  supplies  furnished 


TIIK    OrKX    Sb:A    IN'    TLIF,   ARCTIC    OCEAX.  211 

US,  consisting  of  potatoes,  turnips,  and  other  articles  most  acceptable  to  people  iu  our  condition.  !i[ucli 
interesting  news  was  also  gained  from  them  respecting  im[)ortant  events  which  had  occurred  since  we  had 
left  home. 

Their  statement  as  to  the  condition  of  the  ice  to  the  northward,  was  anything  hut  flattering  to  our 
prospects.  They  had  considered  it  so  very  unfavorable,  as  to  abandon  the  attempt  to  push  through 
Melville  Bay,  and  were  now  on  their  way  to  the  southward. 

On  the  8th,  we  communicated  with  the  settlement  of  Uppernavik.  The  next  day  two  more  English 
vessels  were  passed  on  their  way  to  the  southward.  At  the  same  time,  the  McLellan,  of  New  London,  the 
only  American  whaler  in  Baffin's  Bay,  was  descried,  also  standing  south.  On  communicating  with  her,  we 
were  rejoiced  to  find  letters  and  papers  from  home,  transmitted  by  the  kindness  of  Mr  Grinnell. 

We  remained  by  the  McLellan  several  hours,  in  order  to  close  our  letters  and  dispatch  them  by  her. 
Several  articles  that  we  stood  much  in  need  of  were  purchased  from  her. 

On  the  10th,  the  Baffin  Island,  being  in  sight  to  the  north,  we  met  the  remainder  of  the  whaling  fleet 
returning.  They  confirmed  the  accounts  given  us  by  the  Pacific  and  the  Jane,  in  regard  to  the  unfavorable 
condition  of  the  ice  for  an  early  passage  through  ISIelville  Bay.  The  following  are  the  names  of  the  vessels 
communicated  with,  viz:  Joseph  Green,  of  Peterhead;  Alexander,  of  Dundee;  Advice,  of  do.;  Princess 
Charlotte,  of  do. ;  Ilorn,  of  do. ;  Anne,  of  Hull;  Eegalin,  of  Kirkaldy;  Chieftain,  of  do.;  and  Lord  Gambler, 

of .     My  notes  are  unfortunately  at  fault  as  to  the  names  of  their  enterprising  and  warm-hearted 

commanders,  each  of  whom  \aed  with  the  other  in  showering  upon  us  such  articles  as  they  knew  we  must  be 
in  want  of,  consisting  of  jDOtatocs,  tnrnips,  fresh  beef,  &c.  My  proposition  to  compensate  them  they  would 
not  entertain  for  a  moment,  and  I  take  this  occasion  of  making  public  acknowledgment  of  the  valuable 
aid  rendered  us;  to  which,  no  doubt,  much  of  our  subsequent  good  health  is  owing. 

On  the  11th,  in  attempting  to  run  between  the  Baffin  Islands,  the  Advance  grounded  on  a  rocky 
shoal.  The  Rescue  barely  escaped  the  same  fate  by  hauling  by  the  wind,  on  discovering  our  mishap. 
Fortunately  there  was  a  large  gi'oundcd  berg  near,  to  which  our  hawsers  could  be  taken  for  hauling  off, 
which  we  succeeded  in  doing  after  twenty-four  hours'  hard  work.  The  vessel  had  not  apparently  received 
any  injury;  but  a  few  days  later,  another  piece  of  her  false  keel  came  oftj  supposed  to  have  been  loosened 
on  this  occasion. 

The  ice  to  the  north  of  these  islands  was  too  closely  packed  to  be  penetrated,  and  the  prevalence  of 
southerly  -nnnds  afforded  but  little  prospect  of  a  speedy  opening. 

On  the  16th,  the  searching  yacht  Prince  Albert  succeeded  in  reaching  near  to  our  position,  after 
having  been  in  sight  for  sevel&l  days.  Mr.  Kennedy,  her  commander,  came  on  board  and  brought  us 
letters. 

ITie  berth  iu  which  our  vessels  were  made  fast  at  this  place,  Avas  alongside  of  the  low  tongue  of  an 
immense  berg,  which,  by  accui-ate  measurement,  towered  up  to  the  height  of  245  feet  above  the  water-level. 
It  was  aground  in  96  fathoms  Avater,  thus  making  the  whole  distance  from  top  to  bottom  821  feet;  its  di- 


212  THE  WIND  AND  CURRENT  CHARTS. 

ameter  at  the  water-line  I  estimated  at  1,500  feet.  We  saw  many  bergs  equally  as  large  as  this,  and  some 
much  larger ;  but  this  was  the  only  one  that  we  had  so  good  an  opportunity  of  measuring  with  accuracy. 

On  the  17th,  the  ice  opened  a  little,  and  we  got  under  way.  Hence,  till  the  27th,  with  almost  incessant 
work,  by  watching  every  opening,  we  continued  to  make  a  few  miles  each  day,  the  Prince  Albert  keeping 
company  with  us.  On  this  day,  while  running  through  a  narrow  lead,  the  ice  closed  suddenly.  The  Ad- 
vance was  caught  in  a  tight  place,  and  pretty  severely  nipped.  "We  managed  to  unship  the  rudder;  but 
before  it  could  be  secured,  the  crushing  ice  carried  it  under ;  we  had  lines  fast  to  it,  however,  and  after  the 
action  of  the  ice  ceased,  it  was  extricated  without  injury.  The  Kescue  and  Prince  Albert,  although  near 
us,  were  in  better  berths,  and  escaped  the  severe  nip  which  the  Advance  received.  We  were  closely  beset 
in  this  position,  and  utterly  unable  to  move  until  the  -Ith  of  August,  when,  the  ice  slacking  a  little,  we  suc- 
ceeded in  getting  hold  of  the  land-ice,  one  mile  farther  to  the  north.  The  Prince  Albert  was  still  in  the 
"  pack,"  a  mile  or  two  to  the  southward  of  us.  Mr.  Kennedy  informed  me  that  it  was  his  intention  to  aban- 
don this  route,  and  return  to  the  southward  as  soon  as  his  vessel  could  be  extricated  from  her  present  posi- 
tion, in  the  hope  of  finding  the  ice  more  practicable  in  that  direction.  Some  letters  and  papers  that  he 
had  brought  out  for  the  other  English  searching  vessels,  he  placed  on  board  of  us;  unfortunately  we  were 
never  able  to  deliver  them. 

We  lost  sight  of  the  Prince  Albert  on  the  13th.  For  our  own  part,  there  was  no  possibility  of  mov- 
ing ia  any  direction.  The  berth  we  had  taken  up  under  the  impression  that  it  was  a  good  and  safe  one, 
proved  a  "regular  trap;"  for  the  drift  pack  not  only  set  in  upon  us,  but  innumerable  bergs  came  drifting 
along  from  the  southward,  and  stopped  near  our  position,  forming  a  perfect  wall  around  us,  at  not  more 
than  from  200  to  400  yards'  distance.  Many  unsuccessful  attempts  were  made  to  get  out.  The  winds  were 
light,  and  all  motion  in  the  ice  had  apparently  ceased.  The  young  ice,  too,  began  to  form  rapidly,  and  was 
only  prevented  from  cementing  permanently  together  the  broken  masses  around  us,  by  the  frequent  undu- 
lations occasioned  by  the  overturning  or  foiling  to  pieces  of  the  neighboring  bergs. 

My  anxiety  daily  increased  at  the  prospect  of  being  compelled  to  spend  another  winter  in  a  similar,  if 
not  a  worse  situation  than  was  that  of  the  last. 

On  the  18th,  the  ice  was  somewhat  looser;  we  immediately  took  advantage  of  it,  and  managed  to  find 
an  opening  between  two  large  bergs  sufficiently  wide  to  admit  the  passage  of  the  vessels.  Outside  of  the 
bergs,  we  had  open  water  enough  to  work  in. 

We  stood  to  the  N.  W.,  but  the  lead  closing  in  the  distance,  and  the  ice  appearing  as  unfavorable  as 
ever,  I  did  not  deem  it  prudent  to  run  the  risk  of  their  besetment  again,  at  this  late  period  of  the  season. 
And  considering  that,  even  if  successful  in  crossing  the  pack,  it  Avould  be  ^o  late  to  hope  to  attain  a  point 
on  the  route  of  search  as  far  as  we  had  been  last  year,  therefore,  in  obedience  to  that  clause  in  my  instruc- 
tions, which  says:  "You  are  especially  enjoined  not  to  spend,  if  it  can  be  avoided,  more  than  one  winter  in 
the  Arctic  regions,"  with  sad  hearts  that  our  labors  had  served  to  throw  so  little  light  upon  the  object  of 
our  search,  it  was  resolved  to  give  it  up,  and  return  to  the  United  States. 

We  therefore  retraced  our  steps  to  the  southward.     The  ice  that  had  so  much  impeded  our  progress 


PHYSICAL   GEOGRAPHY   OF  THE  SEA.  213 

upward,  had  entirely  disappeared.     Wo  touched  for  refreshments  by  the  way,  at  some  of  the  settlements  on 
the  coast  of  Greenland,  where  we  were  most  kindly  and  hospitably  received  by  the  Danish  authorities. 

Leaving  Holsteinberg,  on  the  Gth  of  September,  for  New  York,  the  two  vessels  were  separated  in  a 
gale  to  the  southward  of  Cape  Farewell.     The  Advance  arrived  on  the  30th  ultimo,  and  the  Rescue  on  tlie 
7th  inst.,  with  grateful  hearts  from  all  on  board  to  a  kind  and  superintending  rrovidence  for  our  safe  de- 
liverance from  danger,  shipwreck,  and  disaster,  during  so  perilous  a  voyage. 
I  have  the  honor  to  be,  sir,  your  obedient  servant, 

EDWIN  J.  DE  HAVEN", 
.  .    :  Lieutenant  Commanding  Arctic  Expedition. 

To  the  Hon.  William  A.  Graham, 

Secretary  of  the  Navy,  Washington.        '  ■      '      '       ■  .  '  ■         ■ 

P.  S. The  Chart,  with  my  track,  and  which  also  shows  the  discoveries  of  the  expedition,  has  been 

deposited  in  the  Hydrographical  Ofiice.  "         ■  •  .     • 

I  have  thought  these  documents  possessed  interest,  perhaps  value  enough,  in  their  bearings  upon  this 
open  sea,  which  now  appears  to  be  attracting  so  much  attention,  to  entitle  them  to  a  place  here.  At  any 
rate,  I  hope  they  will  not  be  considered  as  altogether  out  of  place  in  such  a  work  as  this. 


PHYSICAL  GEOGRAPHY  OF  THE  SEA. 

By  an  act  of  Congress,  approved  March  3,  18-49,  the  Secretary  of  the  Navy  was  authorized  to  assist 
me  in  the  undertaking  to  investigate  the  phenomena  of  the  winds  and  the  waves,  to  find  short  routes,  and 
to  discover  matters  of  importance  to  Commerce  and  Navigation.  The  following  is  the  Joint  Resolution 
which  expressed  the  wishes  of  Congress  in  the  matter : — 

"Section  2.  And  he  it  further  enacted,  That  the  Secretary  of  the  Navy  be  directed  to  detail  three 
suitable  vessels  of  the  Navy  in  testing  new  routes,  and  perfecting  the  discoveries  made  by  Lieut.  Maury  in 
the  course  of  his  investigations  of  the  winds  and  currents  of  the  ocean ;  and  to  cause  the  vessels  of  the 
Navy  to  co-operate  in  procuring  materials  for  such  investigations,  in  so  far  as  said  co-operation  may  not  be 
incompatible  with  the  public  interest:  Provided,  That  the  same  can  be  accomplished  without  any  additional 
expense." 

Under  the  authority  of  this  act,  but  two  vessels  have  been  sent  out  upon  this  service,  viz :  the  schooner 
Taney,  Lieut.  J.  C.  Walsh  commanding,  in  1849 ;  and  the  brig  Dolphin. 

The  Taney  unfortunately  proving  unseaworthy  after  reaching  Porto  Praya,  was  compelled,  much  to 
the  regret  of  Lieut.  Walsh  and  his  associates,  to  abandon  this  interesting  service,  and  return  in  a  crippled 
condition  to  the  United  States. 

A  full  account  of  what  was  done  on  board  of  that  vessel  has  been  given  at  page  1G5,  el  seq.  of  the  5th 
edition  of  this  work.     It  is  unnecessary,  therefore,  to  repeat  it  here. 


214  THE  WIND  AND  CURRENT  CHARTS. 

Subsequent  experience,  and  farther  investigation,  have  tended  to  confirm  mc  in  the  opinion,  that  the 
great  sounding  of  5,700  fathoms  made  with  wire  by  Lieut.  Walsh  from  on  board  tliat  vessel,  in  Latitude  31° 
59',  N.,  longitude  58°  -43'  W.,  is  no  true  indication  as  to  the  real  depth  of  the  ocean  at  that  place. 

No  other  soundings  have  been  made  in  the  same  spot,  though  some  very  reliable  ones  with  twine  have 
been  made  at  no  great  distance  from  it;  and  the  result  shows  conclusivel}^,  that  in  that  vicinity,  the  depth  of 
the  ocean  is  not  near  so  great  as  5,000  fathoms.  Indeed,  I  think  that  there  is  now  reason  for  believing  that 
the  ISTorth  Atlantic  Ocean,  at  least,  is  nowhere  much,  if  any,  over  27,000  feet — 4,500  fothoms — in  depth. 

The  grounds  npon  which  this  opinion  is  founded,  may  be  inferred  from  an  examination  of  Plate  XIV.; 
they  are  based  on  the  deep-sea  soundings  made  on  board  the  Dolphin,  under  Lieut.  Commanding  S.  P. 
Lee,  in  1851-2,  and  under  Lieut.  Commanding  0.  H.  Berryman,  in  1852-3 ;  together  with  the  light  which 
the  labors  of  these  two  officers  and  others  engaged  in  the  business  have  cast  upon  the  subject. 

The  precise  character  of  the  service  upon  which  the  Taney  and  the  Dolphin  have  been  engaged,  may  be 
learned  from  the  following  instructions,  which  were  issued  by  the  Navy  Department  for  the  former,  and 
which,  being  varied  only  as  the  occasions  required,  were  repeated  both  to  Lieut.  S.  P.  Lee  and  to  Lieut.  0. 
H.  Berryman,  of  the  Dolpliin : —  '  '  ,  '  - 

"  The  oliject  of  the  service  upon  wdiich  the  Taney  has  been  detailed,  is  to  make  observations  upon  the 
winds  and  currents  of  the  sea,  and  to  collect  other  facts  in  connection  with  the  Wind  and  Current  Charts  of 
Lieut.  Maury,  and  which  are  of  practical  importance  to  the  safe  navigation  of  the  seas,  or  to  the  study  of 
the  phenomena  of  the  ocean.  This  is  an  important  service.  It  is  a  service  which  requires  patient  and 
laborious  observations  from  the  officers  intrusted  with  it. 

"  A  flilthful  record  of  every  phenomenon  observed,  with  a  full  statement  of  all  the  circumstances  as  to 
time,  lAace,  &c.,  connected  with  it,  is  of  great  importance. 

"  It  is  expected,  therefore,  that  you  and  the  officers  of  the  Taney,  will  bestow  upon  the  duty  which  has 
been  assigned  yourself  and  them,  because  of  a  peculiar  fitness  therefor,  the  utmost  diligence  and  the  most 
assiduous  attention. 

"The  subjects  of  observation  wdiich  will  command  your  particular  attention,  arc: — 

"1.  The  force  and  direction  of  the  wind,  the  hourly  state  of  the  weather,  and  all  the  meteorological 
conditions  connected  therewith — as  thermal,  dynamical,  barometrical,  and  the  like. 

"  2.  The  force  and  set  of  currents,  their  depth  and  width,  their  temperature,  and  the  position  of  their 
edges  or  limits. 

"8.  Hourly  observations  npon  the  temperature  of  the  surface  water. 

"  -4.  Frequent  observations  upon  the  temperature  of  the  ocean  at  various  depths. 

"5.  Deep-sea  soundings. 

"  6.  Vigias,  and  all  dangers  about  which  there  are  doubts,  either  as  to  existence  or  position. 

"  7.  Transparency  and  saltness,  or  the  specific  gravity  of  sea- water,  in  the  different  parts  of  the  ocean. 

"  You  will  determine  the  Specific  gravity  of  the  water,  either  by  one  of  the  hydrometers,  or  the  specific 
gravity  bottle  furnished  for  the  purpose. 


I 


PHYSICAL  GEOGRAWIY   OF   THE  SEA.  215 

"You  v.-]\\  keep  an  abstract  of  your  log  as  per  form.  It  is  believed  tliat  the  form  itself  is  sufficiently 
explicit  as  to  what  is  wanted  for  the  abstract,  a  copy  of  which  you  will  send  to  1/ieut.  Maury,  as  often  as 
you  have  an  opportunity,  returning  the  original  to  him  when  you  arrive  in  the  United  States. 

"You  will  make  it  a  rule,  the  better  to  ascertain  rate  of  currents  and  fix  their  limits,  to  determine,  by 
observation,  the  variation  of  the  compass  and  your  position  in  the  forenoon,  in  the  afternoon,  and  at  night, 
as  well  as  at  noon,  whenever  the  weather  will  permit ;  and  after  allowing  for  lee-way,  heave  of  the  sea, 
variation  of  the  compass,  and  the  false  steerage,  you  will  call  the  difference  between  the  place  of  the  vessel 
as  established  by  observation,  and  as  established  by  dead  reckoning^  current,  and  so  to  enter  it  in  the  abstract. 

"  You  will  also  try  in  calms,  and  as  often  as  convenient,  both  for  surface  and  undercuri-ents,  in  the 
usual  way,  by  lowering  boats,  letting  down  weights,  &c. 

"  For  longitude  by  chronometer  at  night,  the  planets,  or  the  largest  of  the  fixed  stars  are  the  best 
objects  to  be  observed  when  the  horizon  is  good — the  Mer.  Alt.  of  the  moon  may  be  used  for  latitude  at 
night,  or  in  the  fore  or  afternoon,  according  to  its  age. 

"Note,  in  its  proper  column,  not  only  the  portion  of  cloudy  sky,  10  being  entirely  overcast,  and  0  clear; 
but  state  also  the  direction  or  directions  in  which  the  clouds  are  moving,  with  the  kinds  of  clouds,  as  Nimb. 
Cum.,  Cirrus  Stratus,  &c.  .     . 

"  In  taking  temperature  of  surface  water,  a  fresh  bucket  should  be  drawn  up  each  time,  the  thermo- 
meter plunged  into  it  immediately,  held  there  for  several  minutes,  and  read  while  t/ic  bulb  is  in  the  luatcr. 

"For  the  purpose  of  ascertaining  the  existence  of  undercurrents,  you  will  sound  at  intervals,  at  the 
least,  of  every  30  miles,  with  100  flxthoms  line,  if  there  be  as  much  depth,  attaching  to  the  line  two  ther- 
mometers, one  near  the  lead,  and  the  other  50  fathoms  from  it.  In  case  you  have  no  thermometers  suitable, 
or  should  lose  them,  then  you  will  attach  two  hollow  non-conducting  cylinders  with  valves  opening  upward, 
in  the  place  of  the  thermometers,  haul  the  line  up  briskly,  and  try  quickly  the  temperature  of  the  water 
brought  up  in  the  cylinders. 

"  In  case  you  should  find  an  undercurrent,  you  will  endeavor  to  ascertain  its  limits  and  set  with  all 
the  accuracy  possible.  For  rate  and  direction,  a  block  of  wood,  or  a  barrega  loaded  just  to  sinking,  and 
suspended  at  any  required  depth  by  a  small  float  just  sufficient  to  keep  it  from  sinking  further,  will,  pcrhap.s, 
be  the  best  means.  ,  .  : 

"  The  determination  of  the  rate  and  set  of  undercurrents  is  an  operation  which  is  so  modified  by  the 
weather  and  other  circumstances,  that  it  must  of  necessity  be  left,  in  a  great  measure,  to  the  judgment  and 
mental  resources  of  the  operators.  The  officers  of  the  Taney  will,  perhaps,  have  abundant  opportunity  to 
display  their  ingenuity  with  regard  to  the  subject.  The  lead  used  in  sounding  for  temperatures  should  be 
painted  wdiite,  and  the  distance  at  which  it  disappears  going  down  and  reappears  coming  up  should  bo 
entered  in  fathoms  in  the  transparency  column. 

"The  Taney  will  be  provided  with  the  means  of  sounding  at  great  depths.  It  is  desirable  to  reach  the 
bottom  at  every  attempt,  for  the  depth  of  the  ocean  is  an  important  element  towards  a  perfect  understanding 
of  the  tides,  their  laws  of  motion,  the  course  and  form  of  the  tidal  wave  and  the  like. 


216  THE  WINU  AND  CURRENT  CHARTS. 

"  At  the  distance  of  every  two  hundred  miles  across  the  ocean,  soundings  must  be  made  all  the  way, 
both  going  and  returning,  with  the  view  to  reach  the  bottom  and  determine  the  depth  of  the  sea.  The 
Taney  has  been  provided  with  the  necessary  apparatus  therefor.  In  each  case  the  lead  must  be  armed,  the 
specimens  of  the  bottom  which  it  may  bring  up  must  be  preserved  in  a  bottle,  with  a  label  attached 
showing  the  date,  place,  and  the  depth.  The  time  selected  for  these  soundings  should  be  calm  weather, 
when  the  sea  is  smooth,  and  when  there  is  a  likelihood  of  its  so  continuing  for  several  hours  at  least.  In 
hauling  up  the  sounding-line  from  great  depths,  care  should  be  taken  to  prevent  the  lead  from  having  too 
great  an  upward  motion,  lest,  by  turning  around,  it  should  twist  the  line  in  two.  Therefore,  in  hauling  it 
up,  frequent  pauses  should  be  made  to  allow  the  line  to  untwist.  It  is  desirable,  also,  to  have  specimens  of 
water  from  the  greatest  depths. 

"In  going  across  the  Atlantic,  and  in  looking  after  the  vigias  and  doubtful  dangers  to  which  your 
attention  will  also  be  called,  it  will  be  most  convenient  for  you  to  take  up  your  position  for  deep-sea 
soundings  in  the  calm  regions  known  as  the  "horse  latitudes,"  which,  in  the  month  of  October,  will  be  found 
between  the  parallels  of  2i°  and  25°  N.,  according  to  longitude ;  you  will  see  the  lunits  of  this  calm  belt 
sufficiently  marked  and  developed  on  series  B,  of  Maury's  Wind  and  Current  Charts,  with  copies  of  which 
the  Taney  will  be  supplied.  .     ■ 

"  A  series  of  accui'ate  barometrical  observations  in  this  belt  of  calms  will  be  of  exceeding  interest  and 
value.  It  is  one  of  the  nodes  in  the  general  system  of  the  atmospherical  circulation  of  the  earth.  Here 
the  winds  from  the  polar  meet,  in  the  upper  regions,  those  from  the  equatorial  calms,  and  they  so  nearly 
balance  each  other  as  to  produce  almost  a  perpetual  calm.  We  may  then  look  under  this  meeting  of  oppos- 
ino-  winds  for  an  accumulation  of  atmosphere,  and  consequently  for  an  increased  barometrical  pressure; 
and  from  this  increase  of  pressure,  accurately  determined,  may  be  derived  an  expression  to  show  the  total 
amount  or  value  of  those  physical  forces  which  are  exerted  to  put  and  keep  the  trade-winds  in  motion.  You 
will  therefore  be  diligent  with  the  barometer  in  those  regions,  and  in  all  others ;  taking  care,  when  it  ia 
mounted  on  board,  to  note,  in  the  abstract  log,  its  distance  from  the  level  of  the  sea. 

"  The  '  vigias,'  and  dangers  of  doubtful  existence  or  position  which  you  will  look  after,  are  Ashton's 
Rock,  about  latitude  35°  50'  N.,  longitude  71°  48'  W.,  said  to  be  eight  feet  above  the  water,  and  to  have 
been  seen  in  182-4.  False  Bermudas,  about  latitude  32°  37'  K,  longitude  58°  37'  W.  They  are  rockSj 
said  to  be  frequently  mistaken  for  the  Bermudas ;  they  are  laid  down  in  a  part  of  the  ocean  but  little  fre- 
quented. .  "  ;  '  ■  " 
Nye's  Rock      .... 

Van  Kuelen's  Vigia  .  •  '.. 
Josyna  Rock  .... 
Steen's  Ground 

"You  will  touch  at  one  of  the  Canaries  for  water.  Without  unnecessary  delay,  you  will  proceed 
thence  towards  the  Cape  Verdes ;  examining,  as  you  go,  the  position  of  Mary's  Rock,  Bom  Felix  Shoal, 


31°  15' 

N.  Lat. 

Long 

55° 

41' W. 

31  40 

u 

a 

38 

10  " 

31  45 

11 

u 

23 

40  " 

32  30 

(1 

u 

21 

15  " 

PHYSICAL    GKOGKAi'UY    OF   THE   SKA.  217 

the  Bonetta  Rocks,  and  tlie  reef  to  tlie  west  of  tlicm,  marked  on  Maury's  Cliart  as  doubtful  with  I'egard  to 
position. 

"  The  route,  so  for  as  it  has  been  indicated  to  you,  will  take  you  through  the  Sargasso  Sea.  You  will 
be  careful  to  try  the  depth,  and  the  temperature  of  the  water  of  that  sea,  and  to  note  the  latitude  and  lon- 
gitude of  its  edges  where  you  cross  it. 

"  Besides  the  regular  series  of  deep-sea  soundings,  you  arc  requested  to  make  frequent  use  of  the  lead 
(deep-sea)  in  the  vicinity  of  all  '  vigias'  and  '  rocks'  that  are  supposed  to  lie  in  your  wu}* ;  for,  if  they 
exist,  you  will  probably  find  shoaler  water  in  their  vicinity. 

"  After  completing  this  service,  you  will  put  into  Port  Praj'a  for  water  and  provisions.  Filling  up 
with  these,  and  allowing  your  crew  and  ofiicers  a  few  days  to  refresh,  you  will  again  put  to  sea ;  standing 
to  the  southward,  and  examining  as  you  go  Warley's  Shoal  and  French  Shoal  of  179G;  the  supposed  places 
of  both  of  which  are  marked  on  the  Charts  of  Lieut.  Maury. 

"From  the  last-named  shoal  you  will  proceed  to  a  supposed  submarine  volcanic  region  of  considerable 
extent,  between  the  equator  and  3°  south  latitude,  and  between  15°  and  25°  west  longitude.  Through  all 
parts  of  the  ocean  you  will  continue  as  you  go,  the  regular  series  of  observations  as  to  winds,  currents, 
temperatures,  soundings,  &c.,  as  per  form  of  abstract  log. 

"  In  passing  the  region  of  equatorial  calms,  you  will  again  cross  one  of  those  atmospherical  nodes 
under  which  nice  barometrical  observations  become  of  exceeding  interest. 

"After  having  satisfied  yourself  as  to  the  characteristics  with  regard  to  depth  and  bottom  in  that  part 
of  the  ocean  just  alluded  to  as  probably  volcanic,  you  will  proceed  to  make  Capo  St.  Eoque,  bestowing 
unremitted  attention  to  the  soundings  and  temperatures  as  you  go. 

"There  seems  to  be  reason  to  suppose  that  an  undercurrent  of  warm  water  has  its  genesis  in  this  part 
of  the  ocean;  soundings  and  deep-sea  temperatures  across  the  Southern  Atlantic  may  throw  some  light 
upon  this  important  question.  '      ' 

"  Arriving  off  Cape  St.  Eoque,  and  having  put  into  some  convenient  port  of  Brazil  for  water,  if 
necessary,  you  will  proceed  to  make  a  zigzag  course  along  the  coast  to  the  northward,  for  the  purpose  of 
investigating  the  currents,  thence  to  the  mouth  of  the  Amazon.  You  will  make  stretches  off  from  the 
coast,  of  one  hundred  miles,  or  as  far  as  it  may  be  necessary,  in  order  to  cross  and  define  the  system  of 
currents  and  counter-currents  that  are  supposed  to  prevail  there,  and  a  correct  knowledge  of  which  is  so 
essential  to  the  speedy  and  safe  navigation  of  that  part  of  the  ocean. 

"  Having  satisfied  yourself  as  to  those  currents,  you  will  proceed  homeward  by  the  following  route : 
from  the  equator  in  long.  37°  W.,  draw  a  straight  line  to  Cape  Charles.  This  line  will  lay  nearly  in  the 
middle  of  a  strip  of  the  ocean  about  300  miles  broad,  and  which  is  remarkable  for  the  tenq^erature  of  its 
water.  You  will  sail  a  zigzag  course  through  this  strip,  crossing  it  at  least  four  times  on  your  way  home, 
and  passing  the  line  which  you  are  directed  to  draw,  at  least  two  hundred  miles  on  either  side,  and  taking 
deep-sea  soundings  before  you  put  about  to  recross  it  again.  Should  you  discover  anything  remarkable  as 
to  the  depth  of  the  sea  within  this  region,  you  will  push  the  discovery  to  a  conclusion. 
28 


218  THE    WIND    AND    CURKKNT    CHARTS. 

"It  is  expected  that  you  will  return  to  the  United  States  some  time  in  the  month  of  April  next. 

"As  the  service  on  which  you  are  engaged  has  for  its  object  the  making  of  oliscrvations  and  the  col- 
lecting of  facts  at  sea,  you  will  keep  the  sea  during  your  absence  as  long  as  practicable. 

"  It  is  not  expected  that  you  will  at  all  times  be  able  to  carry  on,  without  interruption,  the  series  of 
observations  as  here  laid  down  for  you.  It  is  supposed  that  they  will  be  interrupted  from  time  to  time  by 
the  weather  and  other  circumstances.  Much,  therefore,  miist  be  left  to  your  discretion ;  you  understand 
the  nature  of  the  service  which  is  required,  and  are  in  possession  of  the  views  of  the  Department  on  the 
subject.  The  Department  therefoi-e  commits  the  service  to  you,  feeling  assured  that  you  will  in  all  cases 
exercise  a  sound  discretion,  and  so  meet  its  just  expectations." 

Lieut.  Lee's  cruise  was  from  the  United  States  over  to  the  Cape  de  Verde  Islands,  thence  southwardly 
into  the  supposed  volcanic  region  about  the  equator,  in  which  he  found  deep  water,  and  no  volcanic  indica- 
tions, thence  to  the  Rocas  on  the  coast  of  Brazil.  This  dangerous  shoal,  which  lies  hard  by  the  track  of 
vessels  bound  by  the  new  route  to  Eio,  he  carefully  surveyed.  The  Chart  was  published  in  the  preceding 
edition  of  this  work.  He  then  looked  into  the  Amazon,  and  returned  home,  continuing  his  examinations 
for  vigias,  temperatures,  and  currents,  to  the  windward  of  the  West  India  Islands,  but  without  being  able 
to  run  the  zigzag  line  of  deep-sea  soundings  to  Cape  Charles. 

The  cruise  was  a  laborious  one.  He,  his  officers  and  crew,  were  most  diligent  in  their  endeavors  to 
carry  out  his  instructions;  and  they  performed  the  service  upon  which  they  were  sent  in  a  highly  credit- 
able and  satisfactory  manner. 

As  thorough  search  as  wind  and  weather  would  permit,  was  made  for  the  vigias  that  were  supposed  to 
lie  within  their  cruising  ground.  Lieut.  Lee  has  prepared  a  Chart  to  show  the  track  of  the  Dolphin,  and 
the  radius  of  vision  while  searching  for  these  dangers. 

So,  also,  the  course  of  the  winds,  the  force  and  set  of  the  currents,  the  drift,  the  temperature  of  the  sea, 
both  at  and  below  the  surface,  as  well  as  its  depth  and  transparency,  the  variation  of  the  compass,  and  con- 
ditions of  the  atmosphere,  were  subjects  of  constant  and  carefid  observation. 

The  complete  results  of  Lieut.  Lee's  labors  in  the  Dolphin  will  not  probably  be  ready  for  this  edition. 

When  Lieut.  Lee  returned  from  this  service,  his  health  was  so  impaired  as  to  make  a  respite  from  the 
sea  and  such  labors  desirable.  Accordingly,  when  the  Dolphin  was  again  ready  for  this  service,  she  was 
placed  under  the  command  of  Lieut.  0.  H.  Berryman. 

Lieut.  Berryman  put  to  sea  upon  this  interesting  service  in  September,  1852,  from  New  York.  His 
instructions  required  him  to  examine  for  vigias,  and  make  a  series  of  highly  important  observations  in  that 
part  of  the  ocean,  through  which  the  routes  to  Europe  run.  He  was,  however,  overtaken  by  a  severe  gale 
of  wind,  which  forced  him  to  go  into  Lisbon  for  repairs. 

Thence  he  returned  to  Norfolk  by  the  southern  route.  Notwithstanding  these  misfortunes,  many 
valuable  and  interesting  results  have  inured  to  commerce  and  navigation  from  this  cruise. 

The  brig  having  been  again  repaired,  sailed  from  Norfolk  in  May,  1853,  to  complete  the  examination 
of  the  northern  route  to  Europe.  This  time  she  was  more  successful.  He,  and  the  officers  with  him,  avail- 
ing themselves  of  the  experience  acquired  during  the  former  voyage,  completed  the  examination  of  several 


PHYSICAL   GEOGRAPHY   OF  THE   SEA.  219 

slioals  ;ui(l  vigias  wliich  they  were  required  to  search  out;  during  which  service,  a  line  of  deep-sea  sound- 
iugs  was  run  entirely  across  the  Athantic  from  the  shores  of  the  United  States  to  Eockall,  olf  Irchuid,  and 
thence  to  Fayal;  from  Fayal,  down  to  the  Caps,de  Verde  Islands,  thence  by  a  zigzag  course  crossing 
and  recrossing  the  parallel  of  25°  S.  to  the  neighborhood  of  the  West  Indies,  and  so  home  again,  passing 
to  the  windward  of  those  islands. 

This  zigzag  line  of  soundings,  with  those  made  by  Lee  of  the  Dolphin,  and  Eogers  Taylor  of  the 
Albany,  Capt.  Piatt,  in  the  Gulf  of  Mexico,  enables  us  for  the  first  time  to  present  with  any  considerable 
degree  of  satisfaction,  a  vertical  section  or  profile  view  of  the  bottom  of  the  Atlantic  from  one  side  to  the 
other. 

Commencing  on  the  tabledauds  of  Mexico,  this  line  enters  the  Gulf  of  Mexico ;  thence  crossing  the 
Peninsula  of  Yucatan  and  passing  over  Cuba  and  Hayti,  it  traverses  the  Atlantic  Ocean  a  little  to  the  south 
of  east,  cutting,  before  reaching  the  coast  of  Africa,  the  Cape  de  Verde  Islands.  This  section  is  indicated 
in  Plate  XV.  Fig.  A.  .      . 

Already  have  the  Taney  and  the  Dolphin,  notwithstanding  the  many  mishaps  that  befell  them,  and 
notwithstanding  the  difficulties,  not  to  say  disadvantages,  with  wdiich  their  officers  have  had  to  contend, 
enabled  the  hydrographer  to  clear  his  chart  of  many  false  dangers,  which  impede  navigation  to  a  greater 
extent  than  they  would,  had  they  been  real,  instead  of  imaginary,  as  the  labors  of  these  officers  have  for 
the  first  time,  in  many  instances,  satisfactorily  proved. 

The  officers  engaged  upon  this  service  have  acquitted  themselves  of  the  duty  thus  assigned  them  in  a 
manner  creditable  in  the  highest  degree  to  themselves  as  w^ell  as  to  the  profession  to  which  they  belong. 

Before  the  Taney  was  condemned  as  unseaworthy.  Lieutenant  "Walsh  had  an  opportunity  of  examining 
the  localities  assigned  to  no  less  than  seven  of  these  gi'cat  commercial  hindrances.  Lieutenants  Lee  and 
Berryman  performed  this  duty  in  so  thorough  a  manner  as  completely  to  establish  the  non-existence  of  no 
less  tlian  thirty  of  these  dangers.     LTpon  the  faith  of  Walsh's  work,  we  have  erased : — 

Ashtoii  Bod;  lat.  33°  49'  N.;  long.  71°  -±1'  W.  Said  to  have  been  discovered  by  Captain  Guy  in  1824. 
Lieutenant  Walsh  searched  for  it  six  days,  sounding  with  from  100  to  800  fathoms  line,  no  bottom. 

False  Bermuda,  lat.  32°  30'  N.;  long.  58°  40'  W.  Name  of  discoverer  not  given.  It  was  searched 
for  eight  days,  the  vessel  sounding  the  while  from  100  to  800  fathoms  line  out,  and  no  bottom. 

Nye's  Shoal,  lat.  31°  15'  N.;  long.  55°  60'  W.  Said  to  have  been  seen  in  182G  by  Captain  Nye. 
The  Taney  cruised  about  this  place  for  eight  days,  also  sounding  as  above  without  any  traces  of  the  shoal, 
or  bottom. 

Vankeideris  Yigia,  lat.  31°  40'  N. ;  long.  38°  20'  W.  Quoted  in  the  charts,  but  upon  what  autliority 
does  not  appear.     Lieut.  Walsh  reports  a  thorough,  but  fruitless  search  for  it. 

Josrjna  Hock,  lat.  31°  40'  N. ;  long.  23°  45'  W.  First  seen  in  1G97,  and  again  in  1805.  This  place  was 
searched  over  with  from  100  to  800  fathoms  line  out,  without  finding  either  bottom  or  rock. 

So  also  were  Steen  Ground,  lat.  32°  3U'  N.;  long.  21°  15'  W.,  and  M(r>/\s  Rock,  lat.  19°  45'  N.,  long.  20° 


220  THE   WIND   AND   CURRENT   CHARTS. 

44'  W.,  both  quoted  in  tlie  charts,  and  the  places  of  both  given,  although  search  was  made  without  finding 
traces  of  either. 

"  Not  one  of  them,"  says  Lieut.  Walsh,  "  was  foui;id,  nor  any  indication  of  their  existence  ;  on  the 
contrary,  every  evidence  to  disprove  it.  Our  various  tracks  over  and  about  their  reported  positions, 
covering  the  extent  of  Ih  degrees  of  longitude  and  40  miles  of  latitude,  with  the  many  and  deep  soundings, 
from  100  to  800  fathoms,  without  gettting  bottom,  will  be  found  sufficient,  I  trust,  to  satisfy  navigators  that 
they  have  no  existence — or,  at  least,  that  those  parts  of  the  ocean  in  which  they  have  been  reported  to  exist, 
are  free  from  all  dangers.  To  the  first  three  mentioned  we  gave  the  most  thorough  search ;  to  Ashton 
Eock,  six  days  time ;  to  the  False  Bermudas  eight  days ;  to  Nye's  Rock,  likewise,  eight  days.  All  our  tracks 
were  by  daylight,  as  the  schooner  was  always  hove  to  at  night,  while  engaged  in  these  explorations.  A 
slight  discoloration  of  water  was  noticed  in  the  region  assigned  to  Mary's  Rock,  but  no  soundings  could  be 
got  with  500  fathoms.  This  rock  had  been  previously  searched  for  with  like  results,  by  the  U.  S.  Ex- 
ploring Expedition,  Captain  Wilkes;  and  by  II.  M.  S.  Levin,  Captain  Bartholomew.  Ashton  Rock  is 
jilaced  in  a  most  frequented  part  of  the  ocean;  there  is  not  a  day  that  some  vessel  does  not  pass  in  the 
vicinity,  and  nothing  has  been  seen  of  it  since  the  first  and  only  report  of  it  in  the  year  1824.  This  fact 
alone  should  disprove  it,  independent  of  our  search.  I  find  Mr.  Blunt  has  erased  it  from  his  Chart  of  the 
North  Atlantic,  as  also  the  False  Bermudas,  Yankeulen's  Vigia,  Steen  Ground,  and  Mary's  Rock.  There 
are  sufficient  real  dangers  in  the  Atlantic ;  these  imaginary  ones  should  not  disfigure  the  charts ;  they  only 
serve  to  harass  navigators,  turn  vessels  from  their  routes,  and  thus  injure  commerce.  The  reports  of 
them  by  merchant  vessels,  which  seldom  take  time  to  examine  the  appearance  of  such  dangers,  can  be 
readily  explained.  Floating  wrecks,  large  trees,  carcasses  of  whales,  &c.,  presenting  all  the  appearance  of 
reefs,  have  deceived  experienced  seaman." 

The  Dolphin,  Lieut. 'Commanding  S.  P.  Lee,  sailed  from  Sandy  Hook,  October  8,  1850.  After  having 
been  71  days  at  sea,  Lieut  Lee,  in  an  official  dispatch  from  Porto  Praya,  December  20,  1850,  reported  tl^at 
he  had  made  good  search  for  the  following-named  vigias,  without  finding  the  least  trace  of  any  of  them, 
viz : —  -..-.-, 

Potomac  Soirmlinr/,  lat.  38°  10'  N. ;  long.  67°  26'  W. ;  on  the  atithority  of  Capt.  Smith,  of  the  ship 
Potomac.  Lieut.  Lee  sounded  with  400  fathoms  of  line,  but  obtained  no  bottom.  Lieut.  Berryman,  in 
1853,  made  a  thorough  search  for  this  shoaJj  and  got  bottom  at  2,750  fathoms. 

Fiekrs  Vigia,  lat.  37°  31'  N.;  long.  66°  00'  W.  Reported  by  the  master  of  the  schooner  Little  Mary. 
Lieut.  Lee  made  a  good  search  for  this  vigia.  Many  soundings  were  made,  one  near  it  of  1,175  fathoms, 
and  one  over  its  position  of  500  fathoms,  without  finding  bottom. 

Amfitrite  Breakers,  lat.  35°  40'  N. ;  long.  65°  58'  W.  Reported  to  exist  by  the  master  of  a  Spanish 
merchant  ship,  the  Amfitrite,  in  1846.  Five  days  were  occupied  by  Lieut.  Lee,  in  searching  for  them;  he 
passed  over  their  position,  October  25,  1851,  sounding  with  1,000  fathoms,  and  no  bottom. 

Dyets  Rod-,  lat.  32°  46'  N.;  long.  60°  6'  W.  Reported  as  having  been  seen  in  1845,  by  Robert  Dyet, 
master  of  tlie  English  barque  Catharine  Green.     Seven  days  were  employed  by  Lieut.  Lee  in  an  unsuc- 


PHYSICAL   GEOGRAPHY   OF  THE   SEA.  221 

eossfal  search  for  this  rock.  Soundings  were  made  at  550  over,  and  800  fathoms  near  its  position,  without 
<  il  )taining  bottom. 

Vigia  «/•  1827,  lat.  81°  17'  N.;  long.  5:3°  22'  W.  The  authority  for  tliis  vigia,  is  the  AdmiraUy 
( 'hart  of  June,  1851.  No  appearance  of  danger  was  seen  \>y  Lieut.  Lee ;  soundings  were  made,  but  no 
bottom  obtained  with  500  fathoms  line. 

False  Bermudas,  lat.  32°  30'  N. ;  long.  58°  50'  W.  The  authority  for  this  danger  is  "one  Louis  Duhal, 
in  a  Corsair,"  and  Francis  Keeling,  of  a  Post-Office  packet,  in  1810;  several  days  were  employed  by  Lieut. 
Lee  in  searching  for  this  danger;  soundings  were  made  with  350  flithoms  of  line,  and  no  bottom  obtained. 

Gandarias's  Hods,  lat.  25°  30'  N. ;  long.  37°  45'  W.  Eeported  in  1842,  by  Captain  Gandarias,  of  the 
Spanish  merchant  ship  Dolores  Ygarte.  Lieut.  Lee  ci-ui.sed  about  their  position  for  four  days,  without 
•finding  any  traces  of  their  existence ;  soundings  were  frequently  made,  and  bottom  was  probably  obtained 
at  1,720  fathoms. 

GomhamTs  Rod;  lat.  23°  15'  N.;  long.  32°  25'  W.  Eeported  by  Gombaud,  in  17G4.  Search  and 
soundings  were  made  for  it  during  two  days.     Bottom  was  obtained  at  2,200  fathoms. 

Emihjs  Rock  and  Shoal,  lat.  16°  59'  N. ;  long.  21°  30'  W.  This  rock  and  shoal  rest  upon  the  author- 
ity of  the  master  of  the  brig  Emily,  of  London.  Lieut.  Lee  saw  no  indications  of  their  existence,  and  he 
obtained  bottom  at  1,580  fathoms,  near  the  alleged  place  of  their  existence,  over  which  a  line  of  soundings 
■  had  been  run. 

Frendi  Shoul,  lat.  4°  15'  N. ;  long.  19°  20'  W.  Eeported  by  French  East  India  ships,  in  1796.  It 
was  unsuccessfully  searched  for  in  1838,  by  the  U.  S.  Ex.  Expedition.  Lieut.  Lee  obtained  bottom  over 
their  reported  place,  with  2,550  fathoms  of  line. 

Kmsensternh  Volcano,  lat.  2°  31'  S. ;  long.  20°  44'  W.  Admiral  Krusenstern,  1806.  Soundings  made 
and  bottom  reached  with  3,550  fathoms  of  line,  by  Lieut.  Lee,  in  its  immediate  location.  A  fruitless  search 
was  also  made  for  it  by  the  Ex.  Expedition  in  1838. 

Triton's  Shoal,  lat.  0°  32'  S.;  long.  17°  46'  W.  Eeported  by  Captain  Proudfoot,  of  the  ship  Triton, 
1816 ;  Lieut.  Lee  obtained  bottom  over  its  alleged  position,  at  a  depth  of  2,840  fixthoms. 

BouveCs  Sandy  Island,  lat.  0°  23'  S.;  long.  19°  10'  W.  Eeported  by  Captain  Bouvet  in  1761.  After 
a  careful  search  and  sounding  with  1,500  fathoms  of  line  without  reaching  bottom,  Lieut.  Lee  could  discover 
no  appearance  of  shoals  or  dangers. 

Aquila  Reef,  lat.  0°  22'  S.;  long.  21°  6'  W.  Eeported  by  Captain  John  Taylor  in  1831.  Lieut.  Lee 
sounded  over  its  position  with  1,960  fathoms;  no  indications  of  dangers  were  seen  thereabouts. 

Le  Padfique  Shoal,  lat.  0°  42'  S. ;  long.  22°  47'  W.  Eeported  by  Captain  Bofils,  of  the  French  frigate 
Pacifique.  Lieut.  Lee  saw  no  appearance  of  danger,  nor  experienced  any  shock  ;  no  bottom  was  obtained 
near  its  position,  with  2,125  fathoms.  ••  •  • 

Croion  Reef,  lat.  0°  57'  S. ;  long.  23°  19'  W.  Barque  Crown,  of  Liverpool.  When  near  its  alleged 
position,  Lieut.  Lee  sounded  with  1,500  fathoms  line,  and  when  on  it,  with  1,100  fathoms,  without  finding 
bottom  by  either  attempt;  he  saw  no  indications  of  a  reef  in  this  vicinity. 


222  THE    WIND   AND   CURRENT   CHARTS. 

I 

Vigia  south  of  Fernando  Noronha,  lat.  4°  43'  S. ;  long.  32°  43'  W.  Laid  down  in  the  Admiralty  Chart 
of  183G.  Lieut.  Lee  sounded  from  a  boat,  on  the  position  assigned  this  vigia,  with  1,250  fathoms  of  line, 
without  getting  bottom. 

BlaesdaWs  Coral  Reef,  lat.  0°  57'  N. ;  long.  41°  6'  W.  By  Captain  Blaesdale,  in  1819.  Four  days  were 
occupied  by  Lieut.  Lee  in  searching  for  this  reef;  sovmdings  at  regular  and  brief  intervals  were  made,  and 
bottom  obtained  over  its  position,  at  a  depth  of  2,980  fathoms. 

Voetteh  Bank,  lat.  15°  00'  N. ;  long.  49°  00'  W.  On  the  authority  of  Joachim  Voette,  date  not  given. 
Lieut.  Lee  made  a  good  search  for  this  bank,  sounding  over  its  assigned  position  with  250  fathoms,  without 
finding  bottom. 

Galleonsh  Banl,  lat.  15*^  56'  N. ;  long.  49°  40'  W.  By  the  pilots  of  the  Spanish  Galleons,  in  1730.  Lieut. 
Lee  sounded  over  its  alleged  position  with  560  fathoms,  and  he  made  three  similar  soundings  near  it,  with- 
out finding  bottom. 

Martin's  Beef,  lat.  16°  42'  N. ;  long.  58°  53'  W.  First  discovered  in  1742,  and  seen  in  1816, 1823,  and 
1842,  in  different  positions.  Two  days  were  spent  by  Lieut.  Lee  in  searching  for  this  bank ;  he  made  many 
soundings,  one  of  3,200  fathoms,  without  finding  bottom.  No  indications  of  dangers  were  seen  in  its 
alleged  vicinity. 

Mourand's  Bank,  lat.  24°  34'  N.;  long.  65°  10'  W.  On  the  authority  of  Mourand,  in  1778,  Lieut.  Lee 
searched  for  this  bank  five  days.  Soundings  were  often  made  over  its  assigned  position ;  no  bottom  was 
had  at  1,000  fathoms;  no  indications  of  danger  were  seen  after  a  most  thorough  search. 

Shoals,  Rocks,  Vigias,  d-c,  searched  for  hy  U.  S.  hrig  Dolphin  {Lieut.  Commanding  0.  11.  Bernjman),  in  1852 

and  1853. 

Daraitlis  Rock,  lat.  40°  50'  N. ;  long.  54°  53'  W.  Reported  by  M.  Daraith,  in  1700.  Lieut.  Berryman 
obtained  bottom  over  its  alleged  place,  at  a  depth  of  2,710  fathoms. 

Watson's  Rock,  lat.  40°  18'  N.;  long.  53°  40'  W.  On  the  authority  of  Captain  Watson,  in  1824. 
Lieut.  Berryman  searched  for  and  sounded  over  its  position,  finding  no  bottom  at  500  fathoms. 

HcrvegaulCs  Breakers,  lat.  41°  2'  N. ;  long.  49°  23'  W.  Reported  on  the  authority  of  M.  Hervegault, 
in  1723.  Lieut.  Berryman  made  a  thorough  search  for  them  in  1852  and  1853  ;  he  obtained  bottom  over 
their  assigned  position,  at  a  depth  of  4,580  fathoms. 

Breton  Rock,  lat.  39°  40'  N.;  long.  41°  85'  W.  On  the  authority  of  Breton,  a  pilot  of  Rochelle,  and 
seen  again  in  1816.  No  indications  of  a  rock  was  seen  by  Lieut.  Berryman;  he  obtained  bottom  over  its 
position,  at  a  depth  of  2,500  fathoms. 

Druid's  Rock,  lat.  41°  19'  N. ;  long.  41°  25'  W.  Reported,  in  1831,  by  Captain  Treadwell,  of  the 
Druid.  Lieut.  Berryman  could  see  no  indications  of  a  rock,  nor  find  bottom  with  500  fathoms  over  its 
alleged  position. 

Cough's  and  Birch's  Rock,  lat.  40°  28'  N.;  long.  30°  00'  W.  '  Quoted  in  the  charts,  upon  the  authority 
of  Captains  Gough  and  Birch,  in  1778 ;  seen  again  in  1820  and  1830.     After  a  thorough  search,  Lieut.  Berry- 


rUYSlCAL   GEOGKArUY    OF   TlIK   SEA.  223 

mail  could  find  no  evidence  of  its  existence;  no  bottom  Avith  1,000  fathoms  could  ho  found  over  its  assigned 
place. 

2Viree  Chimneys,  lat.  47°  54'  N. ;  long.  29°  40'  W.  Tliis  vigia  rests  upon  the  authority  of  Captain 
Fernel,  in  1729;  reported  as  seen  again  in  1824  and  1843.  Lieut.  Borryman  made  a  close  search  for  this 
danger.     lie  obtained  bottom  over  its  assigned  position,  at  a  depth  of  1,900  fathoms. 

3fariner's  Bock,  lat.  4G°  00'  N.;  long.  29°  37'  W.  On  the  authority  of  Mr.  Swinton,  master  of  the 
ship  Mariner,  in  1831.  Lieut  Berryman  obtained  soundings  over  its  position,  at  a  dei:)tli  of  1,760  fathoms; 
he  saw  no  indications  of  a  rock. 

J)ev>Ts  Bock,  lat.  46°  35'  N.;  long.  13°  7'  W.  This  rock,  110  leagues  W.  S.  W.  of  Ushant,  was  said 
to  exist  by  Captain  Brignon,  in  1737 ;  afterwards  seen  in  1764,  in  1818,  and  twice  in  1829.  Lieut.  Berry- 
man  saw  nothing  of  it,  after  a  careful  search.     He  found  bottom  at  2,200  fathoms  over  its  assigned  position. 

Jean  Hammonds  Bock,  lat.  36°  54'  N. ;  long.  19°  49'  W.  Named  after  its  discoverer.  Captain  Ilammon, 
who  saw  it  in  1733,  not  seen  since.  Lieut.  Berryman  could  find  no  bottom  over  its  position,  with  2,100 
fathoms  line. 

Yi(jia  of  1851,  lat.  45°  19'  N.;  long.  88°  86'  W.  No  authority  is  given  for  this  vigia.  Lieut.  Berry- 
man searched  for  it,  and  sounded,  without  obtaining  bottom  at  200  fathoms. 

Eight  Stones,  between  lat.  34°  30'  and  34°  45'  N.;  long.  16°  40'  W.  Said  to  have  been  discovered  in 
1761,  by  Captain  Vobonne.  Lieut.  Berryman  made  a  thorough  search  for  them;  he  sounded  at  regular 
and  short  intervals,  obtaining  bottom  at  2,298  fathoms.     He  saw  no  indications  of  their  existence. 

"  The  above  positions,"  says  he,  "  were  all  reached  at  a  period  of  the  day,  when  our  latitude  and  longi- 
tude were  accurately  obtained  by  good  observations,  and  soundings  Avere  taken  with  the  line  for  deep-sea 
soundings,  and  no  indications  whatever  were  ob.served  of  any  of  them,  nor  of  slioal  water.  A  good  look-out 
was  kept  night  and  day  on  the  fore-topsail  yard,  about  seventy  feet  above  the  level  of  the  sea." 

By  referring  to  sheet  3,  Track  Chart,  North  Atlantic  (Series  A.),  the  reader  will  observe  a  singular  and 
sudden  bend  to  the  south  of  the  line  drawn  to  represent  the  mean  northern  limits  of  the  northern  edge  of 
the  N.  E.  trade-winds  for  October  and  November. 

The  limits,  as  they  were  found  to  be  when  Lieut.  Lee  was  there  in  the  Dolphin,  coincided,  in  a  very 
striking  manner,  with  the  limits  assigned  to  them  on  the  Chart  at  that  season  of  the  year. 

Now,  what  should  cause  this  very  remarkable  change  in  the  trade-wind  boundary  in  this  part  of  the 
ocean  and  at  this  season  of  the  year  ?     The  change  is  very  marked,  whatever  be  the  cause. 

Dove's  isothermal  lines  throw  light  upon  this  subject.  That  philosopher,  in  his  admirable  work,  Die 
Verhreitung  Der  Wiirme  auf  der  Oberflache  der  JEnk,  Berlin,  1852,  p.  25,  says: — 

"  Maury's  Wind  and  Current  Chart  (series  A.),  contains  a  description  for  each  month  of  the  inner  and 
outer  limits  of  the  N.  E.  trade-winds  in  the  Atlantic  Ocean.  If  we  pay  attention  to  the  course  of  the 
inner  limits  for  the  last  months  of  the  year,  we  shall  find  that  this  wind  is  almost  entirely  confined  to  the 
region  of  the  isotherm  of  21°,  even  in  the  case  of  its  sudden  rising  in  the  neighborhood  of  Africa,  in  the 
month  of  January.     A  corresponding  regression  takes  place  in  the  case  of  the  outer  limit  in  the  neighbor- 


224  THE  WIND  AND  CURRENT  CHARTS. 

i 

hood  of  the  Canary  Islands.  The  Charts  here  given  will  help  us  to  answer  the  difficult  question,  how  the 
trade- winds  in  the  interior  of  Africa  pass  into  the  monsoons  of  the  Indian  Sea.  The  north  winds  which 
prevail  in  summer  in  the  Mediterranean  Sea,  the  Etesian  of  the  Greeks,  this  theory  sufficiently  accounts 
for,  if  we  extend  the  outer  limit  of  the  trade-winds  to  the  parallel  of  the  isotherm  of  20°.  The  immense 
region  of  space,  within  which  the  zone,  inclosed  by  the  isotherm  of  20°,  moves  in  Asia  and  Australia, 
proves,  beyond  a  doubt,  that  the  winds  of  those  regions  are  monsoons  or  season-winds." 

Here  we  have  a  beautiful  exemjDlification  as  to  one  at  least  of  the  many  unexpected  ways  in  which 
the  investigations  of  the  meteorologist  on  the  land,  and  the  observations  of  his  fellow-laborer  out  upon  the 
sea  dovetail  with,  join  together,  and  fit  into  each  other.  The  navigator  at  sea  finds  an  anomaly  about  the  limits 
of  the  trade-winds.  The  meteorologist  on  the  land  traces  the  effect  to  its  cause,  and  shows  that  it  is  owing 
to  the  meteorological  agency  of  the  great  deserts  and  arid  plains  far  away  in  the  interior  of  continents. 

Thus,  we  unexpectedly  stumble  upon  another  link  in  the  long  chain  of  circumstances  and  facts,  which, 
when  joined  with  the  others,  serve  to  show  the  importance  of  concert  between  the  meteorologist  on  the 
land  and  the  navigator  at  sea. 

Meteorology  is  a  whole.  Its  domains  are  the  atmosphere;  it  is  spread  out  with  its  laws  and  its  agents 
over  sea  and  land.  And  therefore  there  should  be  one  system  of  observations,  one  jilan  of  research 
between  the  two.  I  hope  ere  long  to  see  some  plan  adojited  for  the  establishment  of  a  universal  system  of 
meteorological  observations. 

What  the  greatest  depth  of  the  ocean  may  be,  has  ever  been  a  matter  of  speculation  among  philo- 
sophers, an  object  of  longing  desire  and  curious  inquiry  among  mariners. 

Many  questions  of  deep  interest  touching  the  physical  condition  of  our  planet  are  connected  with  the 
depths  of  the  sea.  ',..., 

The  basin  of  the  Atlantic  Ocean  separates  the  Old  World  from  the  New ;  it  is  a  long  channel,  with 
some  conformity  of  outline  along  its  opposite  shores.  The  basin  or  trough  in  which  those  waters  are  held, 
extends  from  the  Antarctic  to  the  Arctic  Seas,  perhaps  from  jiole  to  pole.  What  is  the  depth  of  this 
trough?  .        .  : 

This  great  marine  trough  lies  between  the  Andes  of  South  America  on  the  one  hand,  and  the  mountains 
of  Africa  on  the  other — each  range  shooting  forth  its  peak,  far  beyond  the  limits  of  perpetual  snow.  Is  the 
bed  of  the  Atlantic  depressed  in  proportion  to  these  elevations — and  is  that  proportion  in  an  increased  or 
diminished  ratio  ?  Nothing  that  relates  to  the  physical  condition  of  our  planet  can  be  without  interest ; 
and  knowledge  with  regard  to  every  feature  of  the  earth,  sea,  or  air,  is  profitable. 

It  is  wise  to  seek  for  it,  for  the  ways  of  nature  are  the  paths  of  wisdom,  and  whoever  seeks  to  tread  in 
them  is  profited,  both  he  and  his  generation,  by  the  mere  attempt. 

Until  the  commencement  of  the  plan  of  deep-sea  soundings,  as  now  conducted  in  the  American  Navy, 
the  bottom  of  the  Atlantic  Ocean,  indeed,  I  might  say,  the  bottom  of  what  the  sailor  calls  "blue  water," 
was,  with  here  and  there  an  exception,  all  over  the  world,  as  unknown  to  us  as  is  the  interior  of  the  other 
planets  of  our  system. 


I'lIYrilCAL    GEOCJKAril'l'    OF    'I'llE    .SKA.  225 

A.'^tronomcrs  have  measured  the  vohime  and  \vci<j:hed  tlie  masses  of  tliose  di.stant  spheres.  But  neitlier 
ithe  curiosit}',  uor  the  explorations,  uor  the  reseai-ches  of  niau  have  ever  sueceedeil  in  i)oiu'tratiiig  farther 
than  a  few  feet  into  the  crust  of  our  phmet. 

From  the  top  of  the  HimaUiya  to  the  depth  of  Lieutenant  Berrymau's  great  sounding  of  (i,i;()0  lathoms 

in  the  Dolphin,  would,  supposing  tliat  sounding  to  be  eorrect,  measure,  in  a  vertical  line,  about  13  miles. 

From  the  topmost  peak  of  the  highest  mountain  on  tlie  land,  to  the  bottom  of  the  dee^jcst  basin  under  the 

-  M,  would  the  distance  be,  by  vertical  measurement,  13  miles  of  perpendicular  height?     To  this  question, 

I  we  may,  I  think,  now  answer  no,  at  least  .so  for  as  the  North  Atlantic  Ocean  is  concerned. 

But  that  of  the  North  Atlantic  is  not  the  only  oceanic  basin,  as  to  the  depth  of  which  information  is 
'  desired,  or  knowledge  is  wanting,  and  would  be  valuable. 

What  may  be  the  shape  of  those  reservoirs  that  contain  the  waters  which  perform  such  an  important 
]iart  in  the  economy  of  the  terrestrial  arrangement,  is  certaiidy  a  matter  worthy  of  inquirv  from  the  most 
enlightened  minds.  To  map  out  the  great  oceanic  basins,  to  lay  down  upon  our  charts  the  depressions  in 
the  solid  parts  of  the  earth's  crust,  below  the  sea  level,  would  certainly  1)0  as  profitable,  as  instructive,  and 
as  useful  as  is  the  delineation  on  our  maps  of  mountain  ranges  and  other  configurations  of  the  cartlfs 
surface. 

Therefore,  in  this  undertaking  to  collect  physical  data,  that  we  may  from  them  gain  knowledge  as  to  the 
phenomena  displayed  by  the  air  and  the  ocean,  the  subject  of  deep-sea  soundings  did  not  escape  the 
attention  of  an  enlightened  government  wisely  administered. 

Congress  had  given  the  Secretary  of  the  Navy  authority  to  have  deep-sea  soundings  made  by  our  men- 
of-war  wherever  they  go ;  and  to  employ  the  armed  cruisers  of  the  Government  as  they  pass  to  and  fro 
about  their  business  to  collect  materials  for  the  great  work  in  hand.  The  first  attem})t  to  penetrate  the 
depths  of  the  ocean  encouraged  farther  exertions.  They  may  have  been  fliilures,  as  first  attempts  often  are; 
nevertheless.  Lieutenant  Walsh's  report  of  his  deep-sea  sounding  invested  the  subject  with  renewed  interest; 
and  when  it  was  officially  brought  to  the  notice  of  the  lamented  Commodore  Warrington,  the  late  Chief  of 
the  Bureau  of  Ordnance  and  Hydrography,  and  of  his  successor  Commodore  ^lori'i.s,  under  whose  orders  I 
am  now  acting,  they  both  at  once  gave  it  their  hearty  a}iproval  and  official  sanction. 

The  following  circular  order  to  the  commanders  of  all  vessels  of  the  Navy  was  thereupon  issued. 


Circular. 


BuRKAU  OF  Ordnance  and  Hydrograi'iiy,  Nov.  22,  1851. 
Sir:    Your    attention  is  2)articularly  invited  to  the  accompanying  Directions   relative  to  deep-sea 
soundings. 

You  will  take  care  that  they  be  diligently  and  faithfully  carried  out  on  board  the  vessel  under  vour 
command. 

You  will  report,  from  time  to  time,  to  this  Bureau,  the  latitude,  longitude,  depth,  drift,  time,  and  all 
29 


22G  TliK   WINl^   AND    CUKKKNT   CHAKTS. 

the  circumstances  connected  witli  each  cast,  whether  successful  in  reaching  bottom  or  not— stating  the  kind 

of  sinker  nsed,  its  weight,  and  whether  the  Large  or  small  twine  was  used. 

This  order  is  to  supersede  that  of  June  1,  1850,  on   the   same  subject,  and   the  Directions  given  at 

pages  70  and  71  of  :Manry's  od  edition  of  Sulltng  Directions,  so  far  as  they  may  conflict  with  these. 

Kespectfully,  your  obedient  servant, 

C.  MORRIS, 

Chief  of  Bureau. 
Appkoved:     Will.  A.  Gkaham, 

tSecrelary  of  the  Navy. 
To 


Instructions  for  usliiij  the  Soundliiij  Twine. 

The  twine  for  deep-sea  soundings  is  of  two  sizes;  the  smaller  size  is  intended  to  be  used  when  no 
attempt  is  made  to  bring  up  specimens  from  the  bottom.  It  is  calculated  to  bear  00  pounds'  weight  in  the 
air;  it  is  about  sevenduuidredths  of  an  inch  in  diameter,  and  measures  ISO  fathoms  to  the  pound.  It  is 
marked  at  every  100  fathoms,  and  furnished  on  reels  containing  10,000  fathoms  each. 

The  larger  size  is  to  be  used  for  bringing  up  specimens.  It  is  calculated  to  bear  a  weight  in  the  air 
of  150  pounds ;  it  is  about  one-tenth  of  an  inch  in  diameter,  and  measures  about  80  fathoms  to  the  pound. 
It  is  furiiished  on  reels  of  5,000  fathoms  each. 

It  is  desired,  as  a  general  rule,  to  have  one  deep-sea  sounding  only  for  every  space  of  five  degrees 
square,  on  a  chart  which  is  constructed  with  its,  meridians  and  parallels  drawn  only  for  every  five  degrees 
of  latitude  and  longitude  respectively. 

The  spaces  in  which  deep-sea  soundings  have  been  made  in  the  North  Atlantic  Ocean  are  shown  on 
Plate  XIV.,  Gth  edition,  Maunjs  Sailing  Directions.  It  is  desirable  to  have  the  soundings  on  that  Plate, 
with  a  note  of  interrogation  after  them,  verified.  ■       -  ■ 

Attempts  should  l)e  made  to  bring  up  specimens  of  the  bottom  whenever  practicable;  for  this  purpose 
the  large  twine  should  be  bent  on  to  Brooke's  deep-sea  sounding  apparatus. 

A  small  Stellwagcn  cup  attached  to  the  bolt  of  Brooke's  lead,  may  be  substituted  with  advantage  for 
the  arming. 

After  a  little  experience,  the  officer  charged  with  making  deep-sea  soundings  will,  it  is  thought,  acquire 
skill  enough,  especially  when  the  sea  is  not  more  than  2,(X)0  fathoms  deep,  to  bring  up  specimens  with 
Brooke's  apparatus  and  the  small  twine. 

When  the  small  twine  is  used  without  a  Brooke's  apparatus,  double  it  for  the  first  200  fathoms,  and 
use  two  32  lb.  shot  as  the  sinker;  when  the  shot  reaches  the  bottom,  the  boat  may  ride  by  it,  until  the 
surfoce  current  shall  be  determined,  Avhen  the  line  should  be  hauled  in  until  it  parts. 

The  sounding  should  in  all  cases  be  taken  from  a  boat  and  not  from  the  vessel.  The  boat  with  its 
oars  can  be  kept  over  the  line,  whereas  the  vessel  will  drift. 


I'llV.SH'AI.    (iF.OflKAI'lIV    OF    TIIK    SEA.  227 

For  deep-sea  temperatures,  a  self-registoriiiL;'  motnllic  tliermomctor  slionM  V)C  used,  especially  at  great 
ilo]itlis.  When  no  metallio  tlieriiunneter  is  on  board,  tlicii  a  resort,  to  a  iioii-eoiidiu'tiiip  cylinder  for 
liringiny  up  the  water  should  be  liad. 

Ap])roved:  ('.  MOHKiS. 

December  17,  ISoc!. 

Directions  for  li(kiii'j  Deep- Sea  Soundings. 

The  information  acquired  from  experience  upon  the  subject  of  deep-sea  soundings,  enables  me  to  say 
that  I  now  consider  it  as  practicable  to  fathom  the  greatest  depths  of  the  ocean,  whatever  they  may  be,  as 
it  is  to  sound  out  one  of  our  bays  or  harbors. 

Lieut.  Walsh's  experiments  in  the  Taney  satisfied  me  that  no  reliance  could  be  put  upon  results 
obtained  by  sounding  at  great  depths  witli  wire.  His  great  sounding,  therefore,  was  most  valuable  and 
important,  for  it  led  the  way  to  the  use  of  twine. 

It  was  thought  that,  upon  the  new  plan,  the  common  wrapping  thread  or  twine  used  in  the  shops  would 
answer  for  deep  soundings.  Ftir  it  was  sujiposed  that  bottom  might  be  reached  always  and  at  any  depth, 
especially  in  calm  weather,  simply  by  fastening  the  end  of  twine  from  such  a  reel  to  a  ommon  132  lb. 
shot,  throwing  the  shot  overboard,  and  then  paying  out  the  twine  as  fast  as  the  shot  wijuld  take  it  from 
the  reel.  When  the  shot  reached  bottom,  it  was  supposed  the  line  would  stop  running  out ;  and  then, 
cutting  the  thread,  and  seeing  how  much  was  left  on  the  reel,  the  dei)th  would,  it  was  thought,  be  ascertained. 

This  required  the  loss  of  the  shot  and  the  twine,  but  they  were  cheap;  for  it  was  supposed  tliat  a  mere 
thread  which  had  strength  to  hold  together  would  be  strong  enough. 

But  the  experiments  of  Lieut.  Wm.  Rogers  Taylor,  on  board  the  Albany,  Captain  Piatt  (a  full  account 
of  which  is  contained  in  the  5th  edition  of  this  work),  proved  these  notions  to  be  wrong.  The  casts  for 
deep-sea  soundings,  made  on  board  that  vessel,  showed  that  it  required  twine  of  considerable  strength  for 
the  purpose. 

The  existence  of  a  physical  state  of  things  which  bear  upon  the  question  was  also  suggested  by 
Taylor's  experiments;  and  that  is,  the  probable  existence  in  all  parts  of  the  sea  of  one  or  more  under- 
currents. In  other  words,  these  deep-sea  soundings  appear  to  confirm  what  I  have  been  endeavoring  to 
maintain  in  the  chapter  on  the  "Saltness  of  the  Sea,"  and  elsewhere,  viz:  That  the  ocean  has  its  system 
of  circulation,  so  ordered  that  its  waters,  whether  at  the  surface  or  in  the  depths  below,  are  seldom  or 
never  at  rest;  that  this  Circulation  is  all-pervading,  and  perpetual,  and  is  as  constant  in  the  horizontal  as 
it  is  in  the  vertical  direction. 

The  confirmation  which  the  experiments  in  sounding  out  the  depths  of  the  ocean  seem  to  afibrd  for 
this  conjecture,  is  derived  from  the  inference,  in  the  first  jilace,  that  I  draw  from  the  experiments  which,  in 
a  few  cases,  have  been  made  in  sounding  at  the  same  place,  first  with  one  and  then  with  two  32  pound 
shot  as  a  sinker.  The  results  as  to  depth  have  been  accordant;  but  invariably  the  depth,  as  given  by  the 
two  shots  is  a  little  less  than  by  one.      The  two  shots   sink  faster  than  the  one,  the  bight  of  the  line 


228  THE   WIND   AND    CUHRENT   CHARTS. 

in  the  former  case,  tberefore,  is  not  exposed  so  long  to  the  action  of  the  undercurrents;  consequently,  it  is 
not  swept  so  flir  out  of  the  perpendicular  with  the  two  as  it  is  with  but  the  one  shot. 

In  the  next  place,  a  degree  of  confirmation  as  to  the  correctness  of  this  conjecture  is  afforded  Ijy  the 
fact  that,  thougli  the  shot  may  reach  the  bottom,  the  line  has,  in  no  instance,  ceased  for  any  considerable 
length  of  time  to  run  out ;  and,  moreover,  that  after  the  shot  has  landed,  there  is,  at  very  great  depths, 
such  a  force  brought  upon  the  line,  if  it  be  held,  as  alwa3's  to  part  it. 

Imagine  a  line  two,  or  three,  or  four  miles  long,  hanging  ^perpendicularly  in  the  ocean — that  the 
plummet  to  whii'h  it  is  attached,  has  reached  the  bottom — and  that  there  be  one  or  more  undercurrents 
moving  in  opposite  or  different  directions,  and  operating  upon  it.  They  would  operate  with  what  sailors 
call  a  "swigging  force,"  and  that  too  with  a  power  which  no  line  would  be  strong  enough  to  withstand  for 
any  considerable  length  of  time.  ■  ' 

Thus  the  importance  of  strong  twine  was  pointed  out ;  and  it  was  also  discovered  that,  to  know  when 
the  shot  had  reached  the  bottom,  it  was  necessary  to  time  the  intervals  which  were  occupied  by  given 
lengths  of  line  in  going  out.  The  most  convenient  lengths  for  this  purpose  are  lengths  of  100  fathoms 
each;  and  as  mark  after  mark,  wdiieh  denotes  these  100  flithom  lengths,  passes  from  the  .sounding-reel, 
the  time  per  watch  is  as  carefully  noted,  by  the  officer  who  makes  the  sounding,  as  it  should  be  if  he  were 
taking  sights  for  the  chronometer. 

The  soundings  by  the  Albany,  and  others,  were  made  from  on  board  ship.  In  the  first  i^lace,  it  was 
rarely  that  an  opportunity  favorable  enough  for  a  good  cast  from  on  board  ship  occurred.  Moreover,  the 
complaint  was  almost  universal  throughout  the  service  of  bad  twine.  Attempts  to  sound  from  the  vessel 
were  so  often  frustrated  by  the  parting  of  the  line,  that  officers  were  very  much  deterred  from  the  trial. 
These  failures  were  di.sheartening.  .   •       ■    - 

Furthermore,  when  the  ship  was  hove  to  for  the  purpose,  as  the  Albany  fi-equently  Avas,  there  was  not 
only  the  drift  of  the  ship  to  be  taken  into  account,  but  the  ciuestion  as  to  the  result  still  remained  to 
perple.x.  Ilad  the  bottom  been  reached?  And  if  so,  was  there  any  certainty  that  the  depth  was  w'hat 
the  experiments  seemed  to  indicate  ?  Certainty  as  to  this  was  greatly  impaired  by  inequalities  in  the  times 
of  running  caused  by  tlie  change  in  the  rate  of  motion  of  the  vessel  as  she  "came  up  and  fell  off." 

Such  was  the  amount  of  our  experience  upon  the  suliject  of  deep-sea  soundings  when  Lieutenant  S.  P. 
Lee  was  ordered  to  the  command  of  the  Dolphin. 

With  characteristic  energy  he  set  about  making  preparations  for  this  new  service.  His  first  business 
Avas  to  give  the  twine,  furnished  for  deep-sea  soundings,  a  thorough  examination.  He  carefully  over- 
hauled, tested,  and  tried  several  hundred  thousand  fathoms.  Much  of  it  he  found  so  defective  that  it  had 
to  be  rejected,  and  the  vessel  detained  until  better  could  be  jirocured.  It  was  well  he  did  so ;  for  the  line, 
with  wdiicli  he  proceeded  to  sea,  was  better  tliau  that  which  was  rejected;  nevertheless,  experience  proved 
that  much  of  it,  though  new,  was  not  strong  enough.  Its  average  strength  was  not  even  then  sufficient  to 
bear  a  weight  of  fifty-five  i)ounds,  nor  was  it  all  quite  of  the  same  size,  as  it  should  have  been. 

When  h(>  got  to  sea,  he  determined  not  to  sound  from  the  vessel  at  all  ;  but  to  use  a  boat  for  sounding 
altogether. 


PHYSICAL   GEOGRAPHY    OF   THE    SKA.  229 

At  first,  he  encountered  many  uucxpcetcd  dlfTicultics;  but  witli  indiistiy,  liis  ingeiinity,  and  perse- 
verance, these,  one  after  anotlier,  were  overcome,  until  tlu;  way  was  made  plain,  and  the  (operation  stripped 
of  a  vast  amount  of  tlie  uncertainties  ■\vliicli  liail  impaired,  to  a  greater  or  less  extent,  the  vahu-  of  all  the 
results  hitherto  obtained. 

In  the  first  place,  though  the  small  twine,  furnished  for  the  deepest  soundings,  would  much  of  it  bear 
a  weight  of  seventy  or  even  eighty  pounds,  yet,  when  he  came  to  attach  to  it  a  tliirty-two  pound  shot,  to 
throw  the  shot  overboard,  and  let  it  take  the  line  from  the  reel  as  fast  as  it  would,  he  found  the  lino 
would  part. 

lie  then  resorted  to  the  expedient  of  doubling  and  even  of  trebling  the  line  for  the  first  two  or  three 
hundred  fathoms.  Thus,  the  parting  was  prevented.  He  found,  moreover,  tliat  the  0})eration  was  greatly 
facilitated  by  watching  the  trending  of  the  line  from  the  bows  of  the  boat;  and,  with  one  or  two  oars  of  a 
side,  directing  the  men  how  to  pull,  in  order  to  keep  the  line  "  up  and  down." 

Accordingly,  we  find  him,  when  he  lirst  put  to  sea,  occupied  for  more  than  a  month,  availing  liimself 
of  every  opportunit}' for  sounding  during  the  interval,  and  making  day  after  day  unsuccessful  attempts. 

Finally,  he  succeeded  in  getting  out  seventeen  hundred  fathoms  without  parting.  Bottom  was 
reached  at  this  depth. 

Out  of  the  first  seventeen  casts  that  were  made,  this  was  the  only  successful  one. 

He  was  now  in  the  fair  Avay  to  get  at  the  secret.  The  plan  is  to  double  or  triple  the  line  f<n'  the 
first  three  hundred  fathoms ;  and,  instead  of  letting  the  shot  take  it  as  fast  as  it  will,  and  so  bring  up 
occasionally  with  a  violent  jerk  and  parting — and  this,  as  experience  abundantly  proves,  is  very  liable  to 
be  the  case,  particularly  at  the  first  going  off,  when  the  shot  is  sinknig  rapiilly — Lee  also  adopted  the 
expedient  of  keeping  a  gentle  strain  on  the  line  at  first;  and  this  was  accom})lished  by  allowing  a  little 
friction  to  be  ap[ilied  to  the  reel,  so  that  it  would  not  for  the  first  three  hundred  fathoms  give  the  line  to 
the  shot  rpiite  as  fast  as  the  shot  wanted  to  take  it.  ■       ■  ' 

An  important  part  of  the  plan,  also,  was  that  of  keeping  tlie  l)o;it,  liy  means  of  a  couple  or  more  of 
oars,  perpendicularly  over  the  shot.  To  be  sui-e  that  he  had  reached  bottom,  he  on  several  occasions 
repeated  the  trial,  using  in  this  case  two  instead  of  one  thirty-two  pound  shot  for  a  sinker.  The  result  was 
the  same  agreement  as  to  depth. 

Success  crowned  his  efforts  so  far,  and  he  now  began  to  have  such  confidence  in  his  results — for  the 
mark  of  each  successive  hundred  fathoms,  as  it  went  out,  was  carefully  timed — that,  with  his  shot  on  the 
bottom  at  the  depth  of  three  or  four  miles,  he  would  use  it  as  an  anchor,  ride  by  it  in  his  boat  out  there 
in  mid  ocean,  while  the  force  and  set  of  the  surface  current,  out  upon  blue  water  in  the  open  sea,  were 
accurately  determined.     This  was  the  first  time  that  such  a  thing  had  been  done. 

Thus,  the  egg  was  made  to  stand  upon  its  end. 

When  Lieutenant  Berryman  took  charge  of  the  brig,  and  went  to  sea,  of  course,  he  availed  himself  of 
Lee's  experience,  and  commenced  where  Lee  had  left  off. 

But  thern  was  still  one  thing  wanting:  positive  evidence  that  the  yibimmet  hail  reached  liottom;  for, 


230  THE   WIXD   AND   CURRENT   CHARTS. 

hitherto,  the  plan  haJ  not  contemphated  tlie  bringing  up  of  specimens  of  the  bottom,  inasmuch  as  the 
liauliiig  lip  of  the  shot  from  sucli  great  depth  was  regarded  as  an  impracticabilit}-. 

In  this  stage  of  the  matter.  Passed  Midshi[iman  J.  M.  Brooke,  a  clever  young  oflicer,  who  was  at  the 
time  doing  duty  at  the  Observatory,  proposed  to  me  a  contrivance  l)y  which  he  thought  the  shot  might  be 
detached  as  soon  as  it  touched  the  bottom,  and  specimens  brought  up  in  its  stead. 

I  was  in  the  habit  of  consulting  him;  he  often  assisted  me  with  his  reflections;  and  I  referred  him  to 
Mr.  Greble,  the  instrument-maker  of  the  Observatory,  that  they  two  might  give  his  idea  shape,  and  con- 
struct a  model  of  the  machine.  The  result  was  Brooke's  Deep-Sea  Sounding  Apparatus,  as  exhibited  on 
Plates  VII.  and  VIII.  It  is  a  simple  and  beautiful  contrivance,  which  a  mere  inspection  of  the  Plates 
seems  sufficient  to  explain. 

A  is  a  61  pound  shot,  cast  with  a  hole  through  it.  Berryman  preferred  one  of  -±6  lbs.;  but  experience 
seems  to  fovor  a  heavier  one.     A  G4  pound  sliot  is  therefore  recommended. 

B  IS  an  iron  rod,  which  the  armorer  on  board  of  any  man-of-war,  may  make  whenever  one  happens  to 
be  lost  in  the  sounding.  ■  •   '  , 

c  is  the  cup  for  the  arming,  by  which  tlie  soundings  arc  brought  up.     When  c  is  fdled  with  tallow  or 
soap,  a  wooden  plug  should  be  forced  up  into  the  arming.     Then  this  plug,  on  being  extracted,  will  leave  a 
cup  or  mould  within  the  arming,  so  that  a  more  ample  supply  of  soundings  may  be  brought  up. 
I)  the  slings,  which  are  made  of  wire  attached  to  a  leathern  or  canvas  disk  e. 

i^  represents  the  catches  of  twine,  and  g  the  swivel  to  prevent  the  untwisting  of  the  line  from  turning 
the  shot,  or  the  turning  of  the  shot  either  from  twisting  or  untwisting  the  line. 

In  Plate  VII.  the  shot  is  seen  slung  ready  for  sounding.  ' 

In  Plate  VIII.  it  is  in  the  act  of  being  detached  after  having  reached  bottom,  specimens  of  which  will 
be  brought  up  with  the  rod  or  bolt  B,  in  the  little  cup  c' 

Lieut.  Berryman  tliiuks  that  the  armoi-er  on  board  the  Dolphin  suggested  an  improvement  to  this,  by 
substituting  for  c  a  Stellwagen  cup,  and  attaching  that  to  the  iron  rod. 

With  this  apparatus,  specimens  were  obtained  on  Ijoard  tlie  Dolphin  from  the  depth  of  2,000  fothoms 
(12,000  feet).  During  her  last  cruise,  her  commander  intrusted  the  deep-sea  soundings  to  Midshipman 
John  G.  Mitchell.  This  officer,  and  the  men  employed  with  him,  finally  became  so  expert— always 
doubling  the  line  for  the  first  300  fathoms,  applying  friction  to  the  reel  at  first,  so  as  to  offer  a  little  resist- 
ance to  the  shot  for  that  depth,  and  keeping,  with  the  help  of  tlie  oars,  the  line  up  and  down— that  fliikire 
to  get  bottom  seldom  occurred,  unless  in  cases  where  the  twine  had  been  injured  by  the  mice,  or  damaged 
by  lime  getting  upon  it.  Indeed,  Lieut.  Berryman  informs  me  that  they  became  so  expert  that  they  could 
tell,  by  feeling  the  line,  whether  the  shot  were  pulling  it  out,  or  whether  it  were  merely  carried  out  by  the 
force  of  the  drift. 

The  sounding  twine  is  now  made  in  the  Boston  Navy  Yard.  To  have  it  so  made,  has  been  found  the 
most  economical.  That  which  was  furnished  to  the  Dolphin,  when  Lieut.  Lee  had  her,  was  bought  ready 
made.    The  strength  of  the  weakest  part,  is  the  strength  of  the  whole ;  and  so  inferior  did  much  of  it  prove, 


I'UYSICAL   GEOGKAl'ilY    Ul-'   TUK   SKA.  231 

that,  though  he  expended  ujiwards  of  l-iO,00()  fathoms  of  twine,  and  11(>,  32  lb.  sliot,  in  attempting  to  sound, 
(iidy  73,000  fathoms  of  tliis  quantity,  and  30  shot,  were  aetually  employed  in  getting  bottom  ;  the  rest  were 
lost  by  the  parting  of  the  line,  &c. 

Commodore  Morris  has  directed  the  small  twini;  to  be  made  strong  enough  to  bear  a  strain  of  GO  lbs. 
It  weighs  about  1  lb.  per  180  fathoms,  and  is  put  on  reels  of  10,000  fathoms. 

The  large  twine  will  bear  a  weight  of  150  lbs.  It  is  put  up  for  use,  on  reels  of  5,000  fathoms.  Tliis 
is  the  twine  to  be  generally  used  with  Brooke's  apparatus. 

Seeing  that  so  much  for  success  in  deep-sea  soundings  depends  upon  the  interest  wliieh  the  officer 
charged  with  the  sounding  feels  in  the  matter,  it  has  been  decided  to  give  twine  to  those  vessels  only, 
that  have  on  board  some  one  or  more  officers  who  will  volunteer  to  undertake  a  series  of  deep-sea 
soundings. 

An  outfit  of  sounding  materials  will  be  supplied  to  any  vessel,  either  upon  requisition  of  her  com- 
mander, or  at  the  request  of  any  officer  on  board,  who  is  willing  to  undertake  a  series  of  deep-sea  soundings. 

As  to  the  modus  operandi  in  sounding,  officers  are  referred  to  what  has  already  been  said,  and  thev  are 
reminded  that  uniformity  is  of  great  consequence.  Always  use  the  same  twine  and  the  same  weight ; 
alwaj's  time  every  100  fathoms;  always  keep  the  line  up  and  down,  and  always  sound  from  a  boat.  The 
experience  of  the  Dolphin  is  in  favor  of  two  32  lb.  shot,  as  a  sinker  for  the  small-sized  twine.  Iler 
soundings,  particularly  those  taken  by  Mitchell  during  her  last  cruise,  are  referred  to  by  way  of  example. 

Whenever  specimens  of  the  bottom  are  obtained,  they  should  be  labelled  with  date,  name  of  ship,  and 
officer,  latitude,  longitude,  and  depth,  carefully  preserved  and  forwarded  to  the  Chief  of  the  Bureau  of 
Ordnance  and  Hydrography. 

In  the  North  Atlantic,  the  deep-sea  soundings  that  are  principally  required,  are  in  the  white  space 
(Plate  XIV.)  to  the  southward  of  the  Grand  Banks ;  in  the  open  space  about  the  Bermudas ;  in  the  middle 
of  the  Atlantic,  between  25°  and  30°  N.,  -±5°  and  55°  \Y.,  and  in  all  the  region  below  the  parallel  of  15°, 
except  where  Lee  sounded.  .  , 

It  would  be  very  interesting,  also,  to  have  a  series  of  deep-sea  soundings  made  from  hoats  in  tlie  Gulf 
of  Mexico  and  Carribean  Sea,  to  test  those  which  were  made  from  the  vessel  by  Rogers  Taylor,  of  the 
Albany. 

The  deepest  parts  of  the  ocean  will  probably  be  found  south  of  the  parallel  of  35°  south.  Soundings 
b}'  vessels  bound  around  either  of  the  capes,  therefore,  would  be  possessed  of  a  peculiar  interest. 

As  to  the  physical  geography  of  the  sea,  it  may  be  said  we  know  nothing,  or,  only  so  much  as  may 
be  gathered  froni  a  few  faint  rays  that  modern  explorations  have  cast  ui)on  it ;  and  the  officers  of  the  navy 
have  here  afforded  them  the  rare  opportunity  of  building  up  a  new  department  in  physical  geography. 

The  problem  before  them  is  an  old  one.  To  fathom  the  depths  of  the  ocean  is  the  proposition.  It 
has  either  appalled  by  its  magnitude,  or  baffled  with  its  difficulties.  At  any  rate,  no  systematic  attempts 
have  ever  been  made  to  gauge  its  dejjths  "  off  soundings."  But  now,  with  means  the  most  simple,  this 
iirst  great  problem  in  the  physical  geographj-  of  the  sea  seems  to  be  in  a  fair  way  of  receiving  a  satisfactory 


232  TUK   WIND   ANU   CUKliKNT   ClIAliTS. 

solution,  at  least,  so  far  as  to  enable  us  to  form  a  tolerably  correct  idea  as  to  tbe  general  forms  of  the  great 
oceanic  basins,  and  tlie  troughs,  which,  like  spurs  from  mountain  ranges,  start  out  from  the  depressions  in 
the  solid  crust  below  its  waters,  into  bays,  gulfs,  and  arms  of  the  sea. 

Of  all  contrasts  iu  nature,  perhaps  none  would  be  more  striking  than  that  afforded  between  the  eleva- 
tions of  the  earth's  crust  into  mountains,  on  the  one  hand,  and  its  depressions  below  the  seadevel  in  the 
beds  of  the  ocean,  on  the  other.     Certainly,  few  would  be  more  grand — none  can  be  more  imposing. 

I  may  refer  to  tlie  Dolphin's  abstract  log,  also,  for  deep-sea  temperatures,  as  well  as  remarks  about  drift. 

In  the  vicinity  of  most  of  the  vigias,  Berryman  reports  drift-wood,  sun-fish,  or  something  which, 
without  a  close  examination,  and  at  a  little  distance,  might  well  be  taken  for  rocks  or  other  dangers  to 
navigation. 

For  deep-sea  temperatures,  he  used  non-conducting  hollow  cylinders  for  bringing  up  the  water.  Ilis 
experience  iiually  induced  him  to  repudiate  the  temperatures  by  that,  and  to  prefer  the  common  self-regis- 
tering thermometer  in  its  stead,  notwithstanding  its  many  liabilities  to  error  and  derangement.  A  self- 
registering  metallic  deep-sea  thermometer  seems  to  be  the  only  instrument  to  which  we  may  confidently 
look  for  correct  knowledge  concerning  the  themial  condition  of  the  substrata  of  the  deep  sea. 

Passed  Midshipman  G.  M.  Morris,  who  had  the  general  superintendence  of  this  department,  in  a 
report  to  Lieut.  Berryman  at  the  end  of  the  cruise,  remarks  : — 

"  Used  non-conducting  cylinders  for  obtaining  the  temperature  of  water  below  the  surface.  On  25th 
October,  attached  a  self-registering  thermometer  to  the  lower  cylinder.  Upon  hauling  up,  found  tempera- 
ture in  cylinder  71° — self- registering  thermometer  showing  53°.  Also,  on  the  26th  October,  attached  two 
self-registering  thermometers,  one  to  each  cylinder,  first  trying  the  temperature  at  surfixce,  which  wc  found 
agreed  with  that  of  the  standard  thermometer,  82°.  On  hauling  up,  found  temperature  in  cylinder  as  noted 
in  columns,  viz  :  200  fms.  80° ;  500  fms.  73° — self-registering  thermometer  showing  at  200  fms.  63°,  and 
at  500  fms.  52°.  Also,  tried  it  again,  November  4,  finding  temperature  in  cylinders  200  fms.  75°,  500  fms. 
65° — self-registering  thermometer  showing  respectively  67°  and  50°. 

"We  infer  from  the  above  results,  that  the  temperatui-es  taken  Avith  the  'non-conducting  cylinder'  are 
mostly  inaccurate ;  owing,  I  think,  to  the  swell  or  heave  of  the  sea,  which  causes  the  water  to  change  in  the 
cylinder  during  its  ascent."  A  self- registering  metallic  thermometer  is  the  only  rdlahlc  instrument  under 
all  circumstances  for  deep-sea  temperatures.  In  the  absence  of  these,  I  still  prefer  the  non-conducting 
cylinder  with  good  valves. 


DEEl'SEA  SOUNDINGS  MADE  IN  THE  NORTH  ATLANTIC  OCEAN. 

From  Abstract  Loij  of  U.  tS.  hrig  Dolpliin.     Lieutenant-Commanding  Otway  If.  Berryman. 

Oct.  4,  1852.     Lat.  39°  39';N".;  long.  70°  30'  W.     Wind  light  from  the  southward;  clear  and  pleasant. 
Sea  comparatively  smooth ;  30  lb.  lead. 


rUVaiCAL   GEUGKAi'lly    UF   TIJK   ,SEA.  233 


I'ATllU.MS. 

IXTt:uv.\I,s 

FATHOMS.                     INTERVALS 

min 

sec. 

mill.  sec. 

100 

1 

25 

500                5     13 

200 

2 

00 

600                 2     52 

300 

2 

■±5 

700                4     20 

400 

3 

■±5 

After  stopping 

the 

line, 

brought  tlic 

boat  alongside,  ami  ha 

FATHOMS. 

INTKUVAI.S 

mill.  .SCO. 

800 

3     55 

i)0(_) 

4     20 

1000 (ao 

bot 

.)4     45 

13.  Kkxnon. 

Oct.  6.  Lat.  40°  50'  N. ;  long.  G4°  44'  W.  "Wind  light  from  west,  and  pleasant;  some  swell  on.  Got 
bottom  with  2,2O0  fathoms;  a  f/t««/ cast,  Init  not  timed  in  consequence  of  an  error  in  the  marking  of  the 
line.     Temperature  at  100  fathoms,  G3°;  surface,  65°. 

Oct.  7.  Lat.  41°  12'  N.;  long.  02°  38'  W.  Wind  light  from  northwest;  weather  very  pleasant;  two 
82  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

mill. 

sec. 

min.  sec. 

100 

1 

05 

(JOO 

2 

09 

1000 

2     38 

200 

1 

22 

700 

3 

4(i(!) 

1500 

15     50 

300  - 

1 

38 

800 

2 

08 

2O00 

18     48 

400 

1 

45 

900 

2 

28 

2200  (bot.) 

10     55 

500     " 

1 

55 

At  700  fathoms,  the  lino  fouled;  was  forced  to  cut  and  knot,  which  caused  the  increase  in  the  time  of 

running   out.      Temperature   at   100  fathoms,  57° ;   surface,  05°.      Specific  gravity  of  water  at  surface, 

1.02G;  at  100  fothoms,  1.027. 

G.  U.  Morris. 

Oct.  8.     Employed  remarking  soimdiugdine,  as  it  was  all  marked  wrong. 

Oct.  9.     Lat.  41°  40'  K  (D.  K.);  long.  59°  23'  W.     Got  bottom  with  2,000  fathoms  line;  two  32  lb. 
shot.     Wind  northeast ;  moderate.     Weather  pleasant;  a  heavy  swell  from  the  northward. 


-WBOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min. 

sec. 

100 

4 

03 

1000 

3 

23 

200 

1 

40 

1100 

o 
O 

31 

300  . 

2 

06 

1200 

3 

34 

400  ■ 

2 

OS 

1300 

3 

41 

500       • 

2 

32 

1400 

3 

45 

COO 

2 

38 

1500 

3 

48 

700 

2 

47 

1600 

3 

47 

800 

2 

55 

1700 

3 

45 

900 

3 

11 

1800 

3 

51 

F.\TUOMS. 

INTERVAL. 

min.  sec. 

1900 

3     53 

2000 

4     08 

2100 

4    05 

2200 

4     15 

2300 

4     14 

240O 

4     26 

2500 

4    49 

2600  (bot.) 

4     53 

30 


234  THE   WIND   AND   CURRENT   OUARTfi. 

During  tlie  running  out  of  the   first  hiuidred  fathoms,  tlic  line  jammed,  wliicli  caused  the  excess  of 

time  noticed. 

Temperature  at  150  fathoms,  63°.     Specific  gravity  at  that  depth,  1.028. 

Passed  the  position  assigned  Ijy  Captain  Welsh,  of  the  Silas  Eichards,  to  Ilervegault's  rock,  but  saw 

no  signs  of  it. 

'        G.  U.  Morris. 

Oct.  10.     Lat.  41°  40'  N.;  long.  56°  1'  W.     Two  32  lb.  shot.     Fine  breeze  from  northward  and  east- 
M'ard,  with  a  lieavy  swell ;  weather  pleasant.     3  hours  39  min.  P.  M. 


FATnOMS. 

INTERVALS. 

TATHOMS. 

INTEKA-AI.S. 

FATHOMS. 

INTERVALS 

min 

sec. 

mill. 

sec. 

min. 

sec. 

100 

1 

15 

1000 

2 

50 

1900 

3 

50 

200 

.   1 

28 

1100 

O 

45(?) 

2000 

4 

5 

300 

1 

40 

1200 

2 

50 

2100 

4 

5 

400 

1 

57 

1300 

3 

15 

2200 

4 

00 

500 

2 

00 

1400 

3 

SO 

2300 

4 

00 

600 

-  2 

18 

1500 

o 
O 

30 

2400 

3 

51 

700 

2 

22 

1600 

25 

2500 

4 

47 

800 

2 

30 

1700 

3 

35 

2600  (bot.) 

4 

22 

900 

2 

50 

1800 

3 

30 

The  cast  was  very  satisflictory,  and  bottom  certainly  obtained  at  2,595  fathoms  "  np  and  down."     Little 

or  no  drift  to  the  boat,  as  the  oars  were  kept  constantly  going.     Temperature  at  220  fathoms,  58°.    Specific 

gravity  of  water,  from  same  depth,  1.028. 

B.  Kennon. 

Oct.  11.     Lat.  40°  36'  N.;  long.  54°  IS'  30"  W.     Two  32  lb.  shot.     Wind  light  from  the  southward 
and  westward,  and  pleasant.     3  hours  1  min.  30  sec.  P.  M. 


ATUOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min. 

sec. 

mill.  sec. 

100 

1 

5 

1300 

3     16 

200 

1 

29 

1400 

3     25 

800 

1 

40 

1500 

3     23 

400 

1 

53 

1600 

3     29 

500 

2 

08 

1700 

3     28 

600 

2 

19 

1800 

3     32 

700 

2 

29 

1900 

3     39 

800 

2 

37 

2000 

3     41 

900 

2 

42 

2100 

3     49 

1000 

2 

48       .. 

2200 

4     06 

1100 

2 

55 

2300 

4     18 

1200 

3 

09 

2400 

4     18 

FATHOMS. 

INTERVALS. 

min. 

sec. 

2500 

4 

21 

2600 

4 

24 

2700 

4 

23 

2800 

4 

25 

2900 

4 

30 

3000 

4 

36 

3100 

4 

39 

3200 

4 

44 

3300 

4 

46 

3400 

4 

50 

3450  (bot.) 

2 

26 

PHYSICAL    GEOGRAPHY    OF   THE   SEA.  235 

Temperature  of  water,  at  150  fatlioms,  G2°;  surface,  74°.     Specific  gravity  of  water,  at  300  fathoms' 

depth,  1.028;  temperature  04°  (|)robably  a  mistake).     Looking  for  Daraith's  Rock,  but  discover  no  iudica- 

tioDS  of  it.  '       ,     . 

G.  U.  Morris. 

Oct.  12.  Encountered  a  violent  hurricane  from  southward  and  westward,  wliicli  liauled  l)y  the  west- 
ward to  the  northward  and  eastward,  and  from  which  the  brig  suii'ered  severely,  losing  two  of  her  boat.s 
and  lee-gun;  had  hammock-rails  carried  away,  and  otiierwisc  mucli  injured. 

Oct.  13.  Lat.  at  noon  39°  52'  N.;  long,  at  noon  54°  54'  W.  Looking  for  Watson's  Rock,  but  can 
discover  no  apjjearance  of  it.     No  weather  for  sounding ;  too  much  sea  on. 

Oct.  14.  Lat.  at  uoou  39°  51'  N.;  long,  at  noon  54°  24'  W.  No  appearance  of  rocks  or  shoals.  Still 
too  rough  to  sound. 

Oct.  20.  Lat.  41°  7'  0"  N.;  long.  49°  23'  15"  ^Y.  Sounded  with  small-size  line;  two  32  lb.  shot. 
Wind  light  from  southward  and  eastward,  and  pleasant  weather.  Current  0.4  knots  per  hour,  N.  N.  E. 
1  hour  33  min.  P.  M. 


TATUOMS. 

IXTEKVAI.S 

min 

.  sec. 

100 

1 

00 

200 

1 

00 

300 

2 

00 

400 

1 

40 

500 

1 

50 

600 

2 

30 

700 

2 

10 

800 

2 

30 

900 

2 

20 

1000 

2 

30 

1100 

2 

30 

1200 

o 
O 

15 

1300 

2 

18 

1400 

2 

27 

1500 

2 

45 

1600 

2 

55 

FATHOMS. 

INTERVALS 

min. 

sec. 

1700 

2 

20 

1800 

o 

10 

1900 

40 

2000 

o 

40 

2100 

4 

10 

2200 

o 

00 

2300 

O 
O 

50 

2400 

4 

10 

2500 

6 

20 

2600 

5 

15 

2700 

2 

15 

2800 

3 

30 

2900 

3 

30 

3000 

7 

10 

3100 

5 

50 

WTIIOMS. 

INTEEVALS 

mill 

sec. 

3200 

7 

20 

3300 

4 

10 

3400 

7 

00 

3500 

5 

10 

8000 

4 

20 

3700 

5 

5 

3800 

6 

45 

8900 

7 

30 

4000 

6 

50 

4100 

0 

55 

4200 

5 

15 

4300 

8 

00 

4400 

7 

00 

4500 

6 

50 

4580  (l)ot.) 

( 

10 

The  cause  of  the  great  differences  of  the  times  of  running  is  owing  to  having  checked  the  line  to  allow 

it  to  straighten,  and  to  heave  the  turns  out  of  it.     The  drift  of  the  boat  was  but  little,  as  two  oars  Avere  kept 

constantly  going.     Temperature  by  self-registering  thermometer,  at  140  fathoms,  maximum  70°,  minimum 

60° ;  surface  66° ;  air  68°. 

Beverly  Kexnon. 


236  THE  WIND  AND  CURRENT  CHARTS. 

This  sounding  of  4,580  fiitboms,  is  near  the  supposed  position  of  Ilervegault's  Breakers ;  but  the  ex- 
istence of  any  rocks  or  shoals  hereabouts  is  very  doubtfuL  By  the  Ice  Chart,  this  is  a  fomous  place  for 
that  article,  and  these  rocks  were  generally  seen  during  the  ice  season.  No  doubt  something  has  been  seen; 
but  I  think  nijtliing  but  the  remains  of  icehergs. 

October  24:.  Lat.  43°  40'  N.;  long.  42°  55'  W.  Sounding-line  (small  size);  two  32  lb.  shot. 
Lioht  wind  from  S.  W.  arid  pleasant  weather.    9  hours  41  min.  5  sec.  A.  M. 


FATHOJIS. 

INTERVALS. 

mill 

sec. 

100 

1 

1 

200 

1 

34 

800 

1 

33 

400 

1 

47 

500 

2 

00 

600 

2 

5 

700 

2 

IG 

800 

2 

20 

900 

2 

37 

FATHOJIS. 

INTERVALS. 

Ill  in 

sec. 

1000 

2 

51 

1100 

2 

53 

1200 

3 

9 

1300 

3 

11 

1400 

3 

19 

1500 

3 

25 

1000 

3 

S3 

1700 

3 

43 

1800 

3 

45 

FATHOMS. 

INTERVALS. 

rain. 

sec. 

1000 

3 

56 

2000 

4 

2 

2100 

4 

7 

2200 

4 

13 

2300 

4 

18 

2400 

4 

30 

2500 

4 

39 

2G00 

4 

52 

2700 

(bot.)  •  5 

8. 

G.  U.  Morris 

Self-registering  thermometers  at  150  fathoms,  maximum  77°,  minimum  63°.  At  10  hours  30  min.  P.  M. 
hove  to,  and  sounded  with  200  fathoms  line,  no  bottom,  on  a  spot  said  to  have  35  fathoms  only.  Tempera- 
ture of  water  at  200  fothoras,  64°;  at  surface,  68°;  of  air,  70°. 

Oct.  25.  Lat.  44°  41'  7"  N. ;  long.  40°  16'  W.  Got  bottom  with  1,800  fathoms,  two  32  lb.  shot. 
Wind  light  from  the  E. ;  weather  cloudy,  -with  light  drizzling  rain.     2  hours  9  min.  30  sec.  P.  M. 


THOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min.  sec. 

100 

1 

00 

700 

2     10 

200 

1 

20 

800 

2     30 

800 

1 

40 

900 

1     30 

400 

2 

15 

1000 

2     30 

500 

2 

30 

1100 

3     30 

GOO 

1 

15 

1200 

3     00 

ATUO.MS. 

INTERVALS. 

■ 

min.  sec. 

1300 

3      30 

1400 

3     15 

1500 

2     25 

1600 

3     00 

1700 

3     40 

1800  (bot.) 

3     40 

!  Beverly  Kennon. 

Temperature  of  water  at  250  fathoms,  62°  ;  specific  gravity  1.027 — self-registering  thermometers  at  150 
fathoms,  maximum  70°,  minimum  60°. 

December  26.  Lat.  88°  8'  N.;  long.  16°  10'  W.  The  Island  of  Porto  Santo  bearing,  per  compass, 
"W.  f  S.  distant  about  15  miles;  sounded  2,950  fathoms— no  bottom;  two  32  lb.  shot.  2  hours  51 
min.  P.  M. 


PHYSICAL   GEOGRAPHY   OF   THE   SEA.  237 


ATIIOMS.  INTKRVAI.S. 

min.  sec. 

500  24     00 


F.MHOJIS. 

INTF.BVAL3 

min.  sec. 

1500 

21     30 

2000 

23     40 

TATHOMS. 

INTKItVALS. 

mill.  sec. 

2500 

19     50 

3000 

18     00 

fliri-nic     -n 

B 

Kexxox. 

+^■-,1 .  i.,f 

1000  15     00 

Line  only  marked  at  every  uUO  fathoms, 

Dec.  27.    Looking  for  the  Eight  Stones.    At  10  A.  M.  sounded  with  700  fathoms,  no  bottom ;  lat. 

long. .     At  10  P.  il.  sounded  witli  600  fatlioms,  no  bottom;  no  indications  of  any  kind  of  rocks  or 

shoals.     Temjicrature  of  water  at  COO  fathoms,  63°.     Specific  gravity  of  water  from  600  fathoms'  depth,  at 
a  temperatui-e  of  69°,  1.0266. 

Dec.  28.  Lat.  at  noon  35°  8'  N.;  long,  at  noon  16°  20'  W.  Still  looking  for  the  Eight  Stones;  but 
discover  no  indications  of  them.  At  9  A.  M.  sounded  with  850  fathoms — no  bottom;  temperature  water 
at  850  fathoms,  62° ;  at  215  fathoms,  65°.  Specific  gravity  of  water  from  850  fathoms,  at  64°,  1.0275  ; 
from  215  fathoms'  depth,  at  65°,  1.0276.  At  4  hours  30  min.  P.  M.  sounded  with  800  fathoms  line;  no 
bottom.     At  10  P.  M.  lat.  34°  41'  N. ;  long.  16°  9'  W.  sounded  with  480  fethoms  ;  no  bottom. 

Under  short  sail,  over  and  about  the  Eight  Sto7}es. 

Jan.  1,  1853.  Lat.  at  noon  34°  32'  N.;  long.  16°  49'  W.  Employed  cutting  up  the  ground  about  the 
southern  j^ositiou  assigned  to  the  Eight  Stones.  Passed  over  the  position  and  sounded  Avith  500  fathoms ; 
no  bottom.     Temperati^re  at  that  depth,  59°.     Very  heavy  swell  about  here;  no  indications  of  soundings. 

Running  lines  of  about  25  miles  on  straight  courses  at  angles  of  about  15°.  Man  at  masthead  having 
a  view  of  about  7  miles  each  Avay.     Sounded  at  each  angle. 

Jan.  3.  Lat.  34°  18'  N. ;  long.  16°  45'  W.  Got  bottom  with  2,298  fathoms  line,  small  size ;  two 
32  lb.  shot.     9  hours  17  min.  18  sec.  A.  M. 


ATtlOMS. 

INTERVALS. 

min 

sec. 

100 

0 

56 

200 

12 

300 

25 

400 

36 

500 

44 

600 

52 

700 

2 

03 

800 

2 

10 

\\TIIOMS. 

INTERVALS. 

min 

sec. 

900 

2 

17 

1000 

2 

32 

1100 

2 

39 

1200 

2 

46 

1300 

00 

1400 

3 

00 

1500 

3 

06 

1600 

3 

09 

ATHOMS.                     INTERVALS. 

min 

sec. 

1 700 

3 

17 

1800 

3 

28 

1900 

o 
O 

35 

2000 

3 

40 

2100 

3 

45 

2200 

3 

47 

2298  (bot.) 

o 
O 

43 

Stones.         G 

u. 

Morris 

This  sounding  was  taken  upon  the  southern  position  assigned  to  the  Eight  Stones. 

Jan.  4.  At  8  P.  M.  sounded  for  temperature  with  200  fathoms.  Lat.  35°  57'  N.;  long.  17°  24'  ^Y. 
Temperature  at  200  fathoms,  60° ;  at  50  fathoms,  61° ;  at  20  fathoms,  62°.  Beating  up  for  the  position 
assigned  Jean  Ilammon's  Rock. 


238  THE  WIND  AND  CURRENT  CUARTS. 

Jan.  9.     Lat.  36°  59'  K;  long.  19°  58'  W.     Got  bottom  at  2,500  fatlioms,  small-sized  line.     Wind 
moderate,  from  the  westward,,  but  a  heavy  swell.     12  hours  16  miu.  5  sec.  P.  M. 


ATIIOMS. 

INTEllVALS. 

FATUOMS. 

INTEllVALS. 

FATHOHS. 

INTEllVALS 

inin 

sec. 

min 

.  sec. 

min.  sec. 

100     . 

0 

59 

1000 

2 

32 

1900 

3     26 

200 

1 

18 

1100 

2 

49 

2000 

3     30 

300 

1 

28 

1200 

2 

55 

2100 

4       2 

400 

1 

40 

1300 

2 

53 

2200 

4       4 

500 

1 

55 

1400 

3 

23 

2300 

3     51 

600 

1 

59 

1500 

2 

58 

2400 

3     49 

700 

2 

11 

1600 

3 

19 

2500  (bot.) 

4      9 

800 

2 

20 

1700 

3 

18 

900 

2 

28 

1800 

o 

34 

G.  U.  Morris. 

Temperature  of  water  at  500  fathoms,  59  °7;  at  50  hithonis,  63°;  at  surface,  62°. 
3  P.  M.     Lat.  36°  49'  N. ;  long.  19°  53'  45".    Got  bottom  with  2,950  fathoms,  on  the  position  assigned 
Jean  Hammon's  Eock.     Small-sized  line ;  two  32  lb.  shot.     3  hours  4  min.  P.  M. 


FATUOUS. 

INTERVALS. 

TATHOJIS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

mill 

.  sec. 

min. 

sec. 

mill 

sec. 

100 

0 

45 

1100 

00 

2100 

3 

55 

200 

1 

15 

1200 

2 

45 

2200 

3 

30 

300 

1 

25 

1300 

2 

55 

2300 

o 

40 

400 

1 

35 

1400 

o 

o 

00 

2400 

4 

20 

500 

2 

00 

1500 

3 

00 

2500 

3 

50 

600 

1 

50 

IGOO 

3 

30 

2600 

4 

10 

700 

2 

10 

1700 

o 

00 

2700 

4 

00 

800 

2 

10 

1800 

3 

20 

2750  (bot.) 

2 

00 

900 

2 

20 

1900 

3 

10 

1000 

2 

20 

2000 

3 

25 

Beverly  Kennon. 

Temperature  at  400  fathoms,  61°  ;  at  50  fathoms,  63°  ;  at  surface,  62°. 

During  this  examination  for  Jean  Hammon's  Eock,  the  weather  has  been  pretty  good  with  the  exception 
of  not  affording  opportunities  of  sounding  from  a  boat.  We  have  passed  over  and  about  the  position 
several  times,  and,  if  a  rock  existed,  it  is  highly  probable  we  should  have  discovered  it,  as  the  sea  would 
break  finely  upon  it.     No  indications  as  yet. 

Jan.  12.  Finished  to-day  the  examination  of  the  position  assigned  to  Jean  Hammon's  Eock,  and  I  am 
satisfied  that  no  such  rock  exists  now,  if  ever  it  did.  Sounded  with  from  200  to  2,750  fathoms  over  and 
about  it ;  but  saw  no  indications  of  shoal  water. 


PHYSICAL   GKOGKAl'lIY   OF   TUE   SEA.  239 

Jan.  20.  Lat.  80°  49'  N.;  long.  27°  25'  W.  Sounded  witli  2,200  fiitlioni.s  line;  no  bottom;  small 
ine,  two  32  lb.  shot;  wind  moderate  from  northward  and  eastward,  and  cloudy  weather ;  a  heavy  sea. 
rime,  4  hours  35  min.  P.  M. 


FATHOMS. 

INTERVALS. 

FATUOM.S. 

INTERVALS. 

FATHOMS. 

I.NTERVALS 

HI  in 

sec. 

miu 

sec. 

miu.  sec. 

100 

00 

900 

2 

28 

1700 

3     41 

200 

1(5 

1000 

2 

36 

1800 

3     44 

300 

29 

1100 

3 

8 

1900 

3     50 

400 

43 

1200 

3 

1 

2000 

4     10 

500 

51 

1300 

3 

4 

2100 

4     00 

600 

2 

1 

1400 

3 

21 

2200  (bot.) 

4     00 

700 

2 

9 

1500 

3 

9 

800 

2 

22 

1600 

3 

22 

At  5  hours  36  min.  30  sec.  cut  the  line  and  returned  on  board,  in  consequence  of  the  lateness  of  the 
lour,  it  being  quite  dark. 

Gr.  U.  Morris. 

Jan.  30.     Lat.  30°  45'  N.;  long.  27°  31'  W.     Got  bottom  with  2,480  fathoms;  small-sized  line;  32  lb. 
ihot.     Wind  light  from  northward  and  eastward,  and  pleasant  weather.     Time,  9  hours  11  min.  A.M. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

.  sec. 

mil] 

.  sec. 

min 

sec. 

100 

1 

00 

1000 

2 

43 

1900 

3 

38 

200 

1 

15 

1100 

2 

47 

2000 

o 
O 

45 

300 

1 

31 

1200 

3 

00 

2100 

3 

55 

400 

1 

42 

1300 

3 

04 

2200 

3 

59 

500 

1 

57 

1400 

3 

18 

2300 

4 

1 

600 

2 

06 

1500 

3 

22 

2400 

4 

15 

700 

2 

17 

1600 

3 

25 

2480  (bot.) 

4 

26 

800 

2 

23 

1700 

3 

31 

900 

2 

37 

1800 

3 

54 

G.  U.  Morris. 

Temperature  at  200  fathoms,  64.°5 ;  at  50  fathoms,  65°  ;  surface,  65°. 

Feb.  1,  1853.  Fresli  winds,  and  squally  during  this  day,  with  a  high  sea.  Made  two  attempts  to  sound, 
3ut  forced  to  give  it  up,  after  losing  4  shot  and  600  fathoms  of  the  line. 

Feb.  3.  Lat.  27°  5'  N.;  long.  28°  20'  26"  W.  Found  bottom  with  1,700  fiithoms;  two  32  lb.  shot, 
rime,  9  hours  30  min.  30  sec.  A.  M. 


210  TIIK   AVIND   AND   CUEfiKNT   CHARTS. 


ATHOMS. 

INTERVALS. 

FATHOMS. 

IKTEKVALS. 

TATIIOMS. 

INTERVALS 

min.  sec. 

min 

.  sec. 

min.  sec. 

100 

1 

00  ■ 

700 

2 

00 

1300 

3     00 

200 

1 

00 

800 

-4 

35 

1400 

3     00 

300 

1 

30 

900 

2 

40 

1500 

3     20 

400 

1 

30 

1000 

2 

40 

1600  (bot.) 

3     00 

500 

1 

55 

1100 

2 

50 

600 

1 

50 

1200 

3 

00 

■"  No  mark — heoce  fhe  difference  of  elapsed  time.  As  that  difference  is  generally  about  2  min.,  I 
tliink  I  am  .safe  in  reporting  1,700  instead  of  1,600  fatlioms.  Weather  unpleasant,  and  a  little  too  much 
sea  on ;  not,  however,  too  much  to  prevent  this  from  being  quite  a  satisfactory  cast. 

B.  Kennon. 

At  6  P.  M.  temperature  at  400  fathoms,  62° ;  at  100  fathoms,  68°. 7  ;  surface,  69°.7. 

Feb.  4.  Lat.  29°  21'  N.;  long.  30°  48'  W.  Got  bottom  with  2,580  fathoms;  two  32  lb.  shot. 
Fresh  bi'eezes  from  the  east,  with  occasional  squalls  of  light  rain.  A  heavy  .sea  on.  Time,  10  hours  49 
min.  A.  M. 


.\Tnosis. 

INTERVALS.      ■ 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

min 

.  sec. 

mil] 

.  sec. 

65 

0 

40 

1000 

2 

35 

1900 

3 

30 

200 

1 

00 

1100 

2 

30 

2000 

3 

40 

300 

1 

20 

1200 

2 

50 

2100 

3 

40 

400 

1 

30 

1300 

2 

55 

2200 

3 

55 

500 

1 

50 

1400 

o 
O 

00 

2300 

4 

15 

600 

2 

5 

1500 

3 

5 

2400 

4 

00 

700 

2 

5 

1600 

3 

20 

2500 

4 

5 

800 

2 

30 

1700 

3 

30 

2600 

4 

00 

900 

2 

15 

1800 

3 

30 

The  seconds  of  the  elapsed  times  of  this  sounding  can  only  be  considered  as  approximate,  as  all  the 
watches  with  second-hands  in  the  vessel  were  out  of  order ;  and  the  times  were,  therefore,  noted,  with  as 
much  accuracy  as  possible,  by  minute-hand. 

G.  U.  MOEEIS. 
I      '  ^ 
Temperature  at  300  fathoms,  65°.5 ;  at  100  fathoms,  68°.2  ;  surfiice,  69°.2.  , 

Feb.  5.  Lat.  31°  17'  N.;  long.  33°  8'  AV.  Got  bottom  with  2,400  fathoms,  small  twine;  two  32 
lb.  shot.  Moderate  wind  from  eastward.  Weather  pleasant.  Sea  tolerably  smooth.  Time,  9  hours  40 
min.  A.  M. 


PHYSICAL   GEOGKAl'IIY    OF   THE   SEA.  241 


FATHOMS. 

IXTKRV.il.S, 

mill 

.  sec. 

100 

0 

45 

200 

1 

00 

300 

1 

45 

400 

1 

40 

500 

1 

50 

600 

2 

00 

700 

2 

10 

800 

2 

40 

FATHOMS. 

IXTEKVALS. 

mill 

.  sec. 

900 

2 

30 

1000 

2 

45 

1100 

2 

50 

1200 

o 
O 

1 

1300 

3 

15 

1400 

3 

5 

1500 

3 

20 

1000 

3 

45 

F.\TUOMS. 

I.STERVALS. 

mil 

1.  sec. 

1700 

3 

35 

1800 

3 

40 

1900 

3 

50 

2000 

4 

20 

2100 

4 

10 

2200 

4 

10 

2300 

4 

00 

2400  (l)ot.) 

4 

00 

B.  Kennox. 

Temperature  at  200  fathoms,  63°.5;  at  50  fathoms,  67°.2. 

Feb.  6.  Lat.  28°  55'  N. ;  long.  35°  49'  W.  Sounded  with  1,880  fathoms  line,  but  no  bottom.  Owing 
to  the  heavy  sea,  the  boat  could  not  be  kept  over  the  shot,  and  the  line  partetl  at  that  mark. 

Temperature  at  300  fathoms,  65°;  at  50  fathoms,  67°;  at  surface,  70°. 

Feb.  8.  Lat.  29°  13'  30"  N. ;  long.  41°  20'  50"  W.  Got  bottom  with  2,270  fathoms  line.  Small  line ; 
a  50  lb.  lead.  Wind  fresh  from  southward  and  eastward,  and  pleasant.  Sea  rather  rough  for  sounding. 
Time,  12  hours  50  min.  50  sec.  P.M. 


■ATHOMS. 

IXTERTALS. 

min. 

.  sec. 

50 

0 

36 

200 

1 

20 

300 

1 

26 

400 

1 

41 

500 

1 

53 

600 

1 

58 

700 

2 

42 

800 

2 

35 

ATFIOMS. 

IXTEKVALS, 

min. 

,  sec. 

900 

2 

50 

1000 

3 

10 

1100 

3 

00 

1200 

3 

27 

1300 

o 

18 

1400 

3 

35 

1500 

3 

40 

1600 

4 

00 

F.ITHOMS. 

IXTEKTALS. 

min 

I.  sec. 

1700 

4 

00 

1800 

4 

15 

1900 

4 

15 

2000 

4 

40 

2100 

5 

00 

2200 

6 

20 

2270  (bot.) 

6 

40 

B.  Ken-non, 

Temperature  at  400  fathoms,  65°;  at  100,  69°.7. 

Feb.  9.     Lat.  31°  16'  K;  long.  43°  28'  W.     Got  bottom  with  2,080  fathoms;  small  line;  two  32  lb. 
shot.    Wind  moderate  from  southward  and  eastward,  and  pleasant.     Time,  2  hours  55  min.  32  sec.  P.  M. 


31 


2i2 


THE  WIND  AND  CURRENT  CHARTS. 


» 


ATIIOMS. 

1NTEKVAL9. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

min 

sec. 

min. 

sec. 

100 

0 

59  ■ 

800 

2 

20 

1500 

17 

200 

9 

900 

2 

27 

1(500 

3 

34 

300 

20 

1000 

2 

45 

1700 

3 

32 

400 

35 

1100 

2 

41 

1800 

3 

36 

500 

51 

1200 

2 

47 

1900 

3 

53 

600 

57 

1300 

3 

8 

2000 

3 

49 

700 

2 

5 

1400 

3 

11 

2080  (bot.) 

4 

00 

G. 

U.  Morris 

Temperature  at  300  fatlioms,  66°;  at  100  fathoms,  68°.7 ;  at  20  fathoms,  69°.7;  surface,  69°.7. 
Feb.  10.     Lat.  32°  I'N.;  long.  44°  31' W.     Got  bottom  with  2,250  fathoms.     Small-sized  line;  a 
75  lb.  lead.     Wind  fresh  from  south,  and  pleasant.     Time,  S  hours  51  min.  A.  M. 


FATHOMS. 

INTERVALS. 

F.\THOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min. 

sec. 

min. 

sec. 

100 

0 

40 

800 

2 

18 

1500 

3 

25 

200 

0 

55 

900 

2 

40 

1600 

*  4 

25 

300 

1 

15 

1000 

2 

40 

1700 

3 

50 

400 

1 

30 

1100 

2 

42 

1800 

3 

57 

500 

1 

40 

1200 

*  3 

6 

1000 

*  4 

8 

600 

2 

00 

1300 

3 

7 

2000 

3 

50 

700 

2 

12 

1400 

3 

10 

2100 
2200 
2250 

(bot.) 

*  4 

*  4 
2 

00 
30 
10 

*  At  these  times  the  line  was  stopped,  and  the  boat  pulled  up  to  windward  to  keep  the  line  up  and 

down,  and  then  let  go  again. 

Beverly  Kennon. 

This  .sounding  is  on  the  spot  where  Commander  Barron  reported  bottom  with  5,500  fathoms  line,  with 
a  drift  of  three  miles.     I  think  that  alone  renders  the  cast  of  little  or  no  value.     I  therefore  determined  to  ■ 
verify  it,  as  none  of  mj  casts,  in  approaching  this  point,  indicate  such  a  great  depth. 

Temperature  at  400  flithoms,  65°;  at  100  fathoms  67°.5. 

Feb.  11.  Lat.  32°  29'  N. ;  long.  47°  2'  W.  Made  two  attempts  to  sound,  but  line  parted,  iirst  at  1,800 
fathoms,  and  then  at  300  fathoms.  Upon  overhauling  the  line  left  on  the  reel,  it  was  found  to  be  defective 
in  many  places. 

Feb.  12.  Lat.  32°  55'  N.;  long.  47°  58'  W.  Light  airs,  and  pleasant.  Sounded  with  6,600  fathoms 
line,  but  found  no  bottom.  Used  the  large-sized  line,  and  Brooke's  sounding-lead,  weighing  46  lbs.  Find- 
ing no  bottom  at  the  above  depth,  the  line  was  taken  to  the  brig,  and  an  attempt  made  to  haul  it  in,  but  it 
parted  at  150  fathoms. 


rUVSICAIj   GKOGRAl'IIV    OP   THE    SKA. 


24B 


On  trying  to  check  it  from  the  boat,  when  it,  was  "  up  ami  clown"  (a.p]iarently),  tlie  strain  became  so 
great  that  it  coukl  not  be  held  with  l)oth  hands.  \Vhen  .sounding,  usually,  even  witli  ;!,(Hi(.i  futhonis  lino 
out,  as  soon  as  the  shot  touches  bottom,  the  line  ceases  to  run  out,  so  that  it  can  easily  be  held  for  .several 
niiautes  over  the  finger;  but  upon  hauling  in  a  few  fathoms,  the  strain  becomes  very  great.  In  this  case, 
either  the  shot  did  not  reach  bottom  at  C),GOO  fathoms,  wliieli  is  very  unlikely,  or  there  must  have  been  a 
very  strong  undercurrent,  which  swept  the  bight  of  the  line  with  a  force  equal  to  that  of  a  descending  shot. 
There  appeared  to  be  a  surface  current  of  about  0.8  of  a  mile  per  hour. 

This  sounding  is  nearly  south  of  our  deepest  cast,  4,580  fathoms,  near  Hervegault's  Breakers,  in  lat.  -±1°  N"., 
but  nothing  like  such  a  depth  has  been  exj^ected  here,  as  we  have  brought  somewhat  regular  depths  from 
east  of  the  Canaries  to  this  point. 


FATHOMS. 

INTEKVALS. 

FATHOMS. 

I.STEUVALS. 

FATHOMS. 

INTERVALS. 

mill. 

sec. 

1 

ji's.     min. 

sec. 

min.    sec. 

500 

11 

li 

2900 

19 

8 

5400 

24     00 

1000 

12 

39 

3300 

21 

6 

5600 

25    42 

1500 

13 

16 

4300 

1       2 

0 

5800 

27       8 

1700 

6 

29 

4400 

8 

40 

6000 

27     36 

1900 

6 

20 

4600 

18 

36 

6200 

28     24 

2100 

8 

00 

5000 

40 

12 

6400 

29       5 

2300 

8 

57 

6200 

20 

10 

6600 

29       1 

2500 

9 

50 

February  13.     Lat.  33°  3'  K;  long.  48°  36'  W.     Got  bottom  with  3,550  fathoms. 
32  lb.  shot.     Time,  10  hours  82  min.  40  sec.  A.  M.     Light  airs  and  pleasant  weather. 


G.  LT.  Morris. 
Small  line:  two 


FATHOMS. 

INTERVALS, 

min 

.  sec. 

150 

9 

200 

16 

350 

32 

450 

31 

550 

50 

650 

2 

00 

750 

2 

22 

850 

2 

7 

950 

2 

38 

1050 

2 

39 

1150 

2 

36 

1250 

3 

00 

■ATHOMS. 

INTERVALS. 

min. 

sec. 

1350 

o 

00 

1450 

3 

00 

1550 

3 

20 

1650 

3 

30 

1750 

3 

30 

1850 

3 

40 

1950 

3 

50 

2050 

3 

50 

2150 

3 

50 

2250 

4 

00 

2350 

4 

20 

2450 

4 

10 

FATHOMS. 

2550 
2650 
2750 
2850 
2950 
3050 
3150 
3250 
3350 
3450 
3550 


INTERVALS. 

min.  sec. 


4 

4 
4 
6 
2 

9 
12 
13 
13 
14 
12 


10 

00 
10 
00 
20 
00 
20 
00 
00 
15 
15 


Here  the  line  stopped  running. 
Bbverly  Kennon. 


Temperature  at  400  fathoms,  00° ;  at  100  fathoms,  66° ;  surface,  66°, 


244 


THE  WIND  AND  CURRENT  CHARTS. 


Feb.  15.  Lat.  32°  47'  N. ;  long.  50°  00'  W.  Sounded  with  3250  fathoms,  no  bottom.  Brooke's  sound- 
ing apparatus  and  four  20  lb.  leads,  making  the  entire  weight  126  lbs.  For  the  first  2,000  fathoms,  the 
sea  was  pretty  smooth,  with  very  little  wind  ;  but  in  less  than  fifteen  minutes  after,  the  freshening  of  the 
wind  and  rising  of  the  sea,  prevented  the  line  from  being  kept  up  and  down,  even  with  three  oars  going. 

Time,  1  hour  23  min.  50  sec.  P.  M. 


500 
1000 
1500 
2000 
2500 
3000 
3250 


INTEKVALS. 

mill.  sec. 

9     25 


9 
9 

17 
13 
14 


23 

30 

32 

56 

4 


6     20 


Smooth  sea — calm. 

"         "       light  breeze. 

It  11  a  11 

Fresh  squall  of  wind  and  rain.     Stopped  the  line 

and  ijulled  up  to  it,  to  get  up  and  down. 
Fresh  wind,  and  disagreeable  cross  sea, 

11  a  u  (( 


^ 


Cut  the  line,  and  returned  on  board.     As  the  boat  drifted  more  than  on  former  occasions,  the  cast  was 

about  3,000  fathoms,  up  and  down. 

Beverly  Kennon. 

-  (?)  W.    Got  bottom  with  1,380  fathoms ;  a  fifty  lb.  lead.    Time,  9 


Feb.  20.     Lat. (?)  N. ;  long.  - 

hours  20  min.  55  sec.     Wind  light  at  southwest;  weather  pleasant. 


75 

175 

275 
375 
475 


INTERVALS. 

min.  sec. 

8     30 

5 

27 

48 

28 


PATHOMS. 

575 
675 
775 
875 
975 


INTERVALS. 

min.  sec. 


12 
35 
50 
00 
20 


FATHOMS. 

I.NTERVALS 

mill.  sec. 

1075 

3     30 

1175 

3     41 

1275 

3     59 

1380  (bot.) 

5     10 

B.  Kennon. 

Feb.  22!  Lat.  28°  20'  N.;  long.  59°  44'  W.  Found  bottom  at  2,900  fathoms;  large-sized  line; 
Brooke's  sounding-lead,  and  two  32  lb.  shot,  weighing  in  all  96  lbs.  The  first  600  fathoms  ran  out  so 
rapidly  that  the  marks  could  not  be  seen.  When  2,900  fathoms  had  passed  ofi"  the  reel,  the  line  stopped 
running  out.  It  was  running  fairly,  and  it  is  to  be  presumed  the  shot  touched  the  bottom,  and  were 
disengaged  from  the  line.  Hauled  in  100  fathoms  from  the  boat,  and  then  took  the  line  to  the  brig;  when, 
although  the  greatest  care  was  used,  it  parted,  after  hauling  in  about  300  fathoms. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

,' 

mill 

sec. 

min 

sec. 

min.  sec. 

600 

9 

40 

1600 

6 

53 

2600 

8    51 

800 

4 

40 

1800 

7 

13 

2800 

10      5 

1000 

5 

30 

2000 

8 

00 

2900  (bot.) 

5     10 

1200 

5 

55 

2200 

7 

55 

1400 

6 

12 

2400 

8 

42 

G 

U.  MoR 

PHYSICAL  GEOGRAI'llY   OF  THE   SEA. 


245 


Feb.  23.     L.it.  28°  0-1'  N. ;  long.  61°  4-1'  W.     Got  bottom  with  3,080  fathoms ;  two  32  lb.  shot. 
10  hours  18  mill.  34  sec.  A.  M. 

FATHOMS. 

12(10 
1300 
1-400 
1500 
1600 
1700 
1800 
1900 
2000 
2100 


Tin- 


FATHO.MS. 

INTERVALS. 

min 

.  sec. 

200 

9 

16 

300 

35 

400 

45 

500 

54 

600 

58 

700 

2 

10 

800 

2 

23 

900 

2 

27 

1000 

2 

30 

1100 

2 

35 

INTKRVALS. 

mill 

sec. 

2 

50 

2 

55 

3 

00 

3 

15 

3 

09 

3 

16 

o 

o 

25 

3 

28 

3 

37 

3 

40 

The  up  and  down  cast  is  3,000  fathoms. 


FATHOMS. 

INTERVALS. 

lllit 

.  see. 

2200 

o 
O 

48 

2300 

3 

57 

2400 

3 

52 

2500 

3 

58 

2600 

4 

02 

2700 

4 

13 

2800 

4 

15 

2900 

4 

35 

3000 

4 

30 

3080  (bot.) 

4 

20 

B.  Kexnox 

Temperature  at  400  fathoms,  66°;  at  100  fathoms,  69°;  surface,  70°.7 ;  air,  71°. 

Feb.  24.  Lat.  28°  23'  N.;  long.  64°  17'  W.  Got  bottom  with  2,518  fath..)ms;  small-sized  line;  two 
32  lb.  shot. 

Feb.  25.  Lat.  27°  42'  36"  N.;  long.  66°  11'  15"  W.  Sounded  with  1,000  fathoms  line,  no  bottom. 
Owing  to  the  roughness  of  the  sea,  the  line  parted  at  that  depth.  Temperature  at  400  fathoms,  60°  ;  at  100 
fathoms,  65°. 

Feb.  26.  Lat.  26°  49'  N.;  long.  66°  54'  W.  Got  bottom  with  2,920  fathoms  line;  small  line;  two 
32  lb.  shot.     Wind  fresh  from  W.  N.  W.     High  swell.     Too  rouf.'h  for  a  favorable  cast. 


FATHOM.S. 

INTERVALS. 

FATItOMS. 

INTERVALS. 

■-- 

miu 

.  sec. 

mill. 

sec. 

100 

0 

55 

1100 

O 

55 

200 

1 

20 

1200 

03 

300 

1 

40 

1300 

3 

04 

400 

2 

50 

1400 

o 

21 

500 

2 

00 

1500 

3 

13 

600 

1 

48 

1600 

3 

44 

700 

2 

24 

1700 

31 

800 

2 

36 

1800 

3 

42 

900 

2 

37 

1900 

o 
O 

48 

1000 

2 

42 

2000 

4 

12 

r.\TlIOMS. 

INTER 

-ALS 

mill 

sec 

2100 

3 

58 

2200 

3 

52 

2300 

4 

00 

2400 

4 

35 

2500 

4 

30 

2600 

4 

25 

2700 

4 

25 

2800 

4 

30 

The  up  and  down  cast  is  about  2,750  fathoms. 


2930  (bot.)       2     00  (?) 
B.  KennojST. 


2i6 


THE   WINIJ   AND   CURRENT   CHARTS. 


Feb.  28.     Lat.  28°  16'  N".;  long.  69°  2-4'  W.     Got  bottom  with  2,950  Mboms;   two  32  lb.  sliot. 
Moderate  winds  from  the  eastward,  and  pleasant  weather.     Time,  9  hours  34  miu.  13  sec.  A.  M. 


VTIIOMS. 

INTEKVALS 

min 

sec. 

50 

0 

28 

150 

1 

4 

250 

1 

26 

350 

1 

34 

450 

1 

48 

550 

2 

00 

650. 

2 

10 

750 

2 

20 

850 

2 

87 

950 

2 

33 

FATHOMS. 

INTERVALS 

min 

sec. 

1050 

2 

50 

1150 

3 

00 

1250 

3 

20 

1350 

3 

8 

1450 

3 

26 

1550 

3 

20 

1650 

8 

46 

1750 

3 

37 

1850 

4 

3 

1950 

3 

50 

FATHOMS. 

INTERVALS. 

mill 

sec. 

2050 

4 

00 

2150 

4 

11 

2250 

4 

14 

2350 

4 

35 

2450 

4 

25 

2550 

4 

15 

2650 

4 

45 

2750 

4 

55 

2850 

4 

40 

2950  (bot.) 

6 

00 

B.  Kennon 

Temperature  at  400  fathoms,  61° ;  at  100  fathoms,  67°.2. 


U.  S.  Brig  Dolphirts  Second  Cruise  under  Lieutenant-Commanding  Otway  II.  Berryman. 
June  2,  1853.     Lat.  37°  34'  N.;  long.  68°  52'  W.     Weather  pleasant;  two  32  lb.  shot. 


ATIIOMS. 

INTERVALS. 

FATnOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

min 

sec. 

min.  sec. 

1000 

20 

25 

1800 

7 

38 

2600 

8    41 

1200 

5 

59 

2000 

8 

08 

2800 

9     01 

1400 

6 

36 

2200 

8 

39 

2920  (bot.) 

6     36 

1600 

7 

20 

2400 

8 

40 

Temperature  at  surface,  76°;  at  100  fathom.s,  72°;  at  300  fathoms,  69°.     A  very  satisfactory  sound. 

G.  U.  Morris. 


June  3.  Lat.  37°  58' K;  long.  67°  12' W.  Weather  pleasant.  Temperature  of  air,  72° ;  at  surface, 
79° ;  at  10  fathoms,  78°.     At  5  P.  M.  temperature  of  air,  83  ;  at  surface,  68° ;  at  10  fathoms,  68°. 

In  sounding  for  temperature,  at  500  fathoms,  the  temperature  at  depth  was  the  same  as  at  the  sur- 
face, viz:  temperature  at  surface,  68°;  at  200  fathoms,  68°;  at  500  fathoms,  68°.  The  streaks  of  cold 
water,  noticed  at  8  A.  M.,  continued  during  the  whole  day,  sometimes  changing  temperature  every  two  or 
three  hours  quite  10°.  I  had  sounded  with  5,000  fathoms,  but  the  sound  was  not  satisfactory.  I  hoped 
to  have  found  hereabouts  shoal-water  enough  to  locate  Maury's  submarine  mountain,  or  the  northwest  end 
of  it,  which  would  probably  account  for  the  gi-cat  velocity  of  the  current,  and  roughness  of  the  sea ;  the 
gulf  water  turning  such  a  point  to  run  oft'  to  the  eastward. 

Latter  part,  weather  pleasant.  At  12  hours  30  min.,  the  water  suddenly  fell  from  78°  to  68°,  changed 
color  to  greenish,  and  was  filled  with  very  small  animalcules.  Current,  per  morning  and  afternoon  observa- 
tions, 3.6  miles  per  hour,  for  tea  hours  (interval  between  observations).     Kept  on   the  ground,  to  get 


I'llVSICAI.    GEOGRArilV    OF   TIIK   SKA.  247 

soundings  over  Potomac  Slioal ;  ran  back  into  a  cold  streak,  wliicli  does  not  seem  more  than  tliree  miles 
wide,  in  a  S.  S.  E.  and  N.  N.  W.  dii-ection. 

June  0.  Lat.  39°  40' N.;  long.  64°  1' W.  Weather  rainy;  no  opportunity  for  sounding,  since  the 
attempt  over  Potomac  soundings.     Passed  near  Murry  Reef;  saw  no  indications  of  reefs  or  sIk^uIs. 

June  7.     Lat.  39°  32'  N.;  long.  G4°  14'  W.     Weather  fine;  two  32  lb.  shot. 


ITHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

min 

sec. 

100 

0 

56 

1000 

2 

25 

200 

14 

1100 

2 

30 

800 

25 

1200 

2 

42 

400 

40 

1300 

2 

43 

500 

50 

1400 

2 

60 

600 

53 

1500 

3 

00 

700 

2 

02 

1600 

3 

05 

800 

2 

10 

1700 

3 

08 

900 

2 

25 

1800 

3 

12 

ATIIOMS. 

INTERVALS 

mill 

sec. 

1900 

3 

20 

2000 

3 

35 

2100 

45 

2200 

3 

50 

2300 

3 

55 

2400 

3 

45 

2500 

4 

00 

2000 

4 

03 

2750  (bot.) 

4 

07 

Temperature  at  surface,  70.°5;  at  200  fathoms,  63°.5;  at  500  fathoms,  55°.     Transparency;  20  lb.  lead 

seen  at  7  fathoms. 

J.  G.  Mitchell.* 

This  is  the  first  attempt  of  Mr.  Mitchell,  and  he  has  been  vei-y  accurate.  The  difference  of  proportion 
in  the  intervals  may  be  owing  to  the  swell,  which  was  considerable. 

0.  H.  Berryjian. 

June  8.  Lat.  40°  34'  N.;  long.  59°  13'  45"  W.  Water  changing  temperature  frequently  several 
degrees,  but  no  indications  of  shoal  water.  These  changes  I  attribute  to  the  various  cold  streaks  found  on 
the  south  edge  of  the  "stream." 

June  9.  Lat.  41°  07'  12"  N.;  long.  55°  39'  30"  W.  Weather  pleasant;  water  changed  in  one  hour 
from  71°  to  61° ;  a  very  short  and  rough  sea  on,  like  a  strong  eddy.  This  being  in  the  immediate  vicinity 
of  Daraith's  Eock,  sounded  with  500  fathoms ;  no  bottom.  Temperature  at  500  fathoms,  55°  ;  water  fall- 
ing every  hour.  During  the  latter  part  of  this  day,  the  influence  of  this  cold  region  of  water  has  been  very 
perceptible,  in  the  ajjpearauce  of  the  atmosphere.  A  haze  hangs  over  the  surface  constantly,  and  the 
current  of  air  is  quite  strong  aloft,  when  scarcely  a  breath  is  perceived  on  the  surface  of  the  water.  It  is 
a  perfect  condenser;  I  shall  call  it  an  Oceanic  Lake.  Ends  pleasant,  with  the  same  rough  sea.  At  10 
o'clock,  water  fell  to  58°  at  the  surface.  Commenced  a  regular  search  for  Daraith's  and  Watson's  Rocks. 
This  temperature  may  be  influenced  by  the  Gulf  of  St.  Lawrence. 

June  10.     Lat.  41°  07'  N.;  long.  54°  37'  W.     Weather  fine;  two  32  lb.  shot. 


Diiring  tlie  rest  of  this  cruise,  all  the  deep-sea  soundings  are  made  by  Mitchell. 


24:8  THE  WIND  AND  CURRENT  CHARTS. 


ATHOMS. 

INTERV/SL9. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min 

sec. 

min 

sec. 

35 

0 

15 

1000 

2 

27 

1900 

o 

28 

100   . 

13 

1100 

2 

38 

2000 

3 

32 

200 

22 

1200 

2 

51 

2100 

3 

46 

300 

35 

1300 

2 

54 

2200 

3 

47 

400 

45 

1400 

2 

55 

2300 

3 

52 

500 

50 

1500 

8 

10 

2400 

4 

02 

600: 

56 

1600 

3 

20 

2500 

4 

02 

700 

2 

09 

1700 

o 
O 

21 

2600 

4 

08 

800 

2 

15 

1800 

3 

26 

2710  (hot.) 

3 

20 

900  : 

2 

20 

Temperature  of  surface,  59°;  at  200  fathoms,  51°;  at  500  fathoms,  48°.8. 

June  10.  Lat.  40°  52'  N.;  long.  54°  28'  15"  W.  Weather  pleasant;  passing  misty  clouds,  which 
appear  to  rise  and  form  entirely  over  and  about  the  cold  region  of  water  we  are  now  in  ;  at  4  A.  M.  the 
water  suddenly  changed  from  60°  to  70°,  in  half  an  hour,  evidently  the  south  edge  of  the  Oceanic  Lake ; 
got  into  it  at  6  o'clock  last  evening,  and  out  at  4h.  30m.  this  morning,  on  a  southeast  course  of  25  miles ; 
sounded  500  fathoms ;  no  bottom.  7  A.  M.,  the  water  again  59°  ;  the  brig  going  at  the  rate  of  5  knots ;  no 
breeze  on  the  water — all  aloft ;  the  "  condenser"  in  full  operation,  keeping  a  continued  process  oi  fog-making ; 
large  fog-banks  being  seen  on  the  horizon."  At  10,  sounded  for  temperature;  surface,  59° ;  200  fathoms,  51°; 
at  500  fathoms,  48°. 8 ;  sent  boats  to  try  for  undercurrents,  and  measure  the  velocity  of  both  surface  and 
undercurrents.  This  region  is  just  south  of  the  deep  entrance  between  the  "  Banks"  into  the  Gulf  of  St. 
Lawrence.  Can  it  be  that  the  cold  waters  of  the  gulf  have  made  their  appearance  here  ?  Here  also  the 
various  rocks  have  been  seen  by  Daraith  or  Darialis,  Watson,  Ackett,  and  some  others.  From  the  appear- 
ance of  the  sea,  a  strong  current  is  very  perceptible ;  it  is  very  turbulent.  It  was  here  the  Dolphin  had 
such  bad  weather  on  the  12th  of  last  October  (1852).  JSTo  doubt,  some  unfortunate  wreck  has  been 
converted  into  a  rock  by  the  above-named  navigators  ;  for  I  noticed  how  much  a  boat,  bottom  up,  looked 
like  one,  while  the  sea  was  washing  over  it  at  intervals,  and  ive  j)assecl  within  a  hoat-hooVs  length  of  it.  It 
had  grass  and  weeds  on  it  too.  At  llh.  30m.  I  visited  the  sounding-boat,  and  found  she  had  just  got  bottom 
at  2,710  fathoms.  The  boat  riding  hg  the  line  ivithoui  any  difficulty — an-  up  and  down  fair  sound.  By  her, 
we  try  the  surface  and  undercurrents.  At  1  P.  M.,  the  Master  (Mr.  English)  returned,  and  reported  the 
following  as  the  result  of  experiments  for  current: — 

Surface        (two  experiments),  both     E.  S.  E.,  per  compass,  1    knot.  ■ 

■       •        50  fathoms     "  "  "    S.  E.  by  E.     "         "  1.4    " 

100       "  "  "  1.3  and  1.2  S.  E.  by  E.     "         "  1.2i  " 

150       "         •  "  "  1.7  and  1.5  S.  E.  by  E.     "         "  1.6    " 

The  current   above   recorded   agrees  well  Avith  our   reckoning.      The   difference   of   velocity  and 


rilVSICAL   GEOfiRAl'IIY    OF   TIIK    SEA.  249 

temperature,  as  the  dcptli  increases,  induces  me  to  conclude  that  the  waters  of  tlie  St.  Lawrence  have 
something  to  do  with  it  at  this  season  of  the  year. 

In  hauhng  in  the  line,  200  fathoms  was  all  that  could  be  obtained  of  the  2,710  fathoms  which  had  been 
used  in  sounding.  The  hhck  icas  iceiglu'd,  before  and  after  trying  the  current,  and  a  differeuce  of  20  pounds 
was  the  result.     The  block  is  about  11  inches  square,  loaded  with  lead. 

This  day  ends  with  a  hazy  atmosphere,  and  heavy  dew ;  sounded  frequently  during  the  day,  with  500 
fathoms;  no  bottom.  Searching  for  Daraith's  and  Watson's  Eocks;  not  the  least  appearance  of  rocks,  except 
parts  of  trees,  old  planks,  &c.,  passing. 

June  11.  Lat.  41°  N. ;  long.  54°  12' W.  Commences  light  air  and  heavy  dew.  Sea  very  rough 
in  "  ripples,"  indicating  a  strong  current.  Temperature  of  water  changing  every  hour,  according  as  we 
stand  in  or  out  of  the  cold  streak  of  water  we  have  been  in  for  the  last  day.  Sounding  with  500  fathoms, 
no  hottom.  It  seems  cjuite  impossible  for  rocks  to  be  in  this  vicinity.  Near  the  position  assigned  them,  I 
find  2,700  fixthoms  water.  Vessels  are  passing  constantly,  going  east,  and  no  doubt  these  rocks  would  have 
been  seen  fifty  times  over,  if  they  existed. 

June  12.  We  are  experiencing  an  easterly  current,  and  in  a  streak  of  cold,  which  still  appears  very 
narrow. 

June  12.  Lat.  40°  36'  N". ;  long.  53°  52'  W.  Passed  several  pieces  of  wood,  and  other  articles  of  roots 
and  limbs  of  trees,  apparently  a  long  time  in  the  water. 

June  14.  Lat.  41°  43'  N. ;  long.  51°  51'  AV.     Weather  wet  and  cloudy ;  two  32  lb.  shot. 


ATUOMS. 

IXTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

miu 

sec. 

min 

sec. 

min. 

sec. 

100 

1 

14 

1200 

2 

56 

2200 

3 

38 

200 

1 

29 

1300 

3 

00 

2300 

3 

45 

800 

1 

42 

1400 

3 

05 

2400 

3 

50 

400 

1 

53 

1500 

3 

10 

2500 

4 

40 

500 

2 

01 

IGOO 

3 

14 

2600 

4 

03 

COO 

2 

11 

1700 

3 

27 

2700 

4 

43 

700 

2 

18 

1800 

3 

24 

2800 

4 

50 

800 

2 

35 

1900 

3 

43 

2900 

4 

15 

900 

2 

39 

2000 

o 
O 

43 

3000 

4 

17 

1000 

2 

42 

2100 

O 

41 

3130 

(bot.) 

1100 

2 

48 

*    Between  the  24th,  25th,  27th,  and  28th  hundred  fathom  marks,  checked  the  line,  which  accounts 

for  the  irregularity  in  running. 

*JoHN  G.  Mitchell. 

Temperature  at  surface,  62°;  at  300  fathoms,  52 J. 

At  5  A.  M.  the  water  commenced  getting  colder,  and  by  7,  had  fallen  to  63°,  from  70°— evidently 
32 


250  .  TUE  WIND  AND  CURRENT  CHARTS. 

getting  into  another  cold  strealc;  at  9  o'clock,  the  water  getting  warmer,  having  risen  to  68°.  Watson  and 
Daraith's  Rocks  are  not  in  existence;  Avith  this  examination  and  the  one  of  last  October,  I  shall  be  satisfied 
to  report  their  "  non-existence." 

Middle  part  constant  rain,  with  a  steady  breeze  from  the  eastward ;  at  1  P.  M.,  sent  a  boat  to  sound ; 
sounded  for  temperature  at  300  fathoms  62°  at  the  surface,  and  52i°  at  300  fathoms ;  at  2  hours  45  min. 
the  boat  returned  and  reported  bottom  -svith  3,130  fathoms,  small  line  and  two  32  lb.  shot.  This  is  an 
increase  of  upwards  of -100  fathoms  since  our  last  cast  farther  to  the  east,  in  October  last;  we  had  bottom  at 
4,580  fathoms. 

Our  temperatures  show  that  we  are  in  that  cold  streak  yet. 

June  15.  Lat.  40°  2'  N. ;  long.  49°  W.  Occasionally  a  sprig  of  gulf- weed  is  seen,  and  also  small' 
jjieces  of  board.  We  are  now  approaching  the  location  of  the  celebrated  Hervegault's  Breakers;  I 
sounded  on  their  position  last  year,  and  found  4,580  fathoms  of  water;  but  did  not  look  after  them  long 
enough  to  swear  that  they  do  not  exist.  With  that  first,  and  this  second  examination,  I  hope  to  be  able  to  ■ 
establish  their  non-existence.  Immediately  north  of  these  reported  breakers,  'tis  said,  soundings  may  be 
had ;  (?)  "  we  shall  see."  Thus  far,  our  streak  of  cold  water  has  continued  nearly  east  and  west  for  about 
tJu-ce  hundred  miles ;  one  or  two  interruptions  by  occasionally  getting  into  warmer  water  by  standing  too  far 
north  or  too  far  south. 

The  water  changing  temperature  as  we  advance  north  towards  "  Hervegault's  Breakers."  (?) 

June  10.  Lat.  41°  8'  N. ;  long.  49°  9'  15"  W.  The  water  has  been  changing  very  much  in  temperature. 
In  the  morning  the  temperature  was  as  low  as  48°.  This  is  near  Hervegault's  Breakers,  but  no  indications 
of  any  danger ;  I  am  certain  that  a  merchant  ship,  in  heavy  weather,  might  imagine  breakers  hereabouts, 
for  with  the  ripples  produced  by  currents,  &c.,  it  has  a  wild  appearance.  We  still  continue  in  a  cold  streak 
of  water;  a  regular  condenser.     The  wind  is  very  light  this  morning,  and  some  mirage  in  the  eastern  horizon. 

Passed  pieces  of  drift-wood,  with  grass  and  barnacles  on  it,  and  small  sjirigs  of  weed.     Appearances- 
of  different  currents.     Water  changed  temperature  at  surfiice  to  61°  by  midnight,  and  to  46°  at  10  fathoms. 
Sounded  for  temperature  at  100  and  200  fathoms;  at  100  fathoms  47°,  and  at  200  flxthoms  46.°7.     Clear 
and  pleasant,  approaching  the  region  of  cold  water,  just  south  of  the  Grand  Banks  of  Newfoundland. 

June  17.     Lat.  42°  22'  N.;  long.  50°  W.     Weather  fine;  two  32  lb.  shot. 


ITHOMS. 

INTERVALS 

min.  sec. 

100 

0    56 

200 

1     15 

300 

1     27 

400 

1     33 

500 

1     54 

600 

1     57 

ITHOMS. 

INTERVALS 

min.  sec. 

700 

2     08 

800 

2     16 

900 

2     31 

1000 

2     33 

1100 

2     35 

1200 

2    45 

\THOMS. 

INTERVALS. 

min.  sec. 

1300 

2     52 

1400 

3     00 

1500 

3     04 

1600 

3     14 

1700 

4     00 

1650  (bot.) 

Temperature  of  surface  6b°,  at  200  fathoms  52°,  at  500  fathoms  46° ;  transparency — a  30  lb.  lead  seen 
at  7  fathoms ;  the  lead  painted  white. 


PHYSICAL    GKOGRAPITY    OF   THE    SEA.  251 

June  17.  Middle  part  fogg}' at  intervals;  fog  banks  rising  from  tlie  ca.st ward,  and  pass  over  very 
thick.  Being  in  a  "condenser,"  I  am  not  surprised;  the  wind  from  the  southwartl  always  brings  thick  and 
foggy  weather  over  these  cold  patches  of  water.  At  2h.  40m.  the  water  cliauged  color  from  blue  to  green. 
Temperature  falling  gradually.  Fog  banks  about  the  horizon  to  the  eastward ;  at  4,  the  temperature  at 
the  surface  was  51°,  at  200  fathoms  •±5°.5,  and  at  500  fathoms  3G°.5.  Towards  sunset  the  whole  sea 
filled  with  whales  and  porpoises  sporting. 

At  8  P.  M.  sounded,  found  bottom  at  175  fathoms.  Sand  with  black  specks.  This  I  suppose  to  be  the 
very  south  end  of  the  Grand  Banks.     Temperature  at  surface,  51°;  at  175  fathoms,  36°. 

There  seems  little  or  no  current  iu  this  cold  region. 

Having  passed  through  the  cold  region  alluded  to  in  my  instruct lon.s,  I  am  satisfied  no  sound- 
ings cau  be  obtained  unless  by  the  small  line.  The  sea  is  1,700  fathoms  deep,  just  17  miles  south  of  this 
point. 

June  19.  Lat.  41°  06'  N;  long.  48°  39'  W.  Commence  with  a  thick  fog.  At  7  hours  30min.  tacked 
to  the  westward  for  "  Ilervegault."  No  signs  yet  of  "  dangers'*  hereabouts ;  nothing  but  a  drifting  wreck  or 
tree,  1  am  sure,  for  this  seems  to  be  their  rendezvous. 

Middle  part  thick  fog.     Temperature  at  surface,  59°;  at  200  fathoms,  5S°;  at  500  fathoms,  53°. 

June  20.  Lat.  41°  54'  N;  long.  47°  31'  W.  Cloudy  with  rain.  At  4  A.  if.  temperature  at  surface 
64°;  at  100  fathoms,  66°;  at  300  fathoms,  65°.  Ends  pleasant;  wind  west.  At  9  hours  30  niiu.  tempe- 
rature at  surface,  69°;  at  100  fathoms,  6o°  ;  at  300  fathoms,  66°.  I  attribute  this  difference  to  some  accident 
to  the  lower  cylinder,  when  the  upper  one  was  taken  off. 

June  21.  Lat.  41°  8'  K;  long.  43°  38'  30"  \Y.  Weather  pleasant,  cross  and  rough  sea.  Two  32  lb. 
shot. 


ATIIOMS. 

INTERVALS. 

min. 

,  sec. 

75 

0 

48 

100 

0 

31 

200 

1 

28 

800 

1 

41 

400 

1 

51 

500 

2 

01 

600 

2 

14 

FATHOMS. 

INTERVALS. 

mill. 

.  sec. 

7(10 

2 

28 

800 

2 

34 

900 

2 

44 

1000 

2 

51 

1100 

3 

07 

1200 

3 

09 

1300 

3 

16 

ATHOHS. 

INTERVALS. 

Illiu. 

soo. 

1400 

3 

16 

1500 

3 

35 

1600 

3 

33 

1700 

3 

38 

1800 

3 

42 

1900 

3 

50 

1975     (bot.) 

Temperature  at  surface,  69° ;  at  100  fathoms,  65° ;  at  300  fiithoms,  63°. 

Commences  fine  breezes;  heavy  sea  from  N.  W.  Sounded  for  temperature;  surface,  69°;  100 
fathoms,  67° ;  300  fathoms,  66°.  At  1  P.  M.  sounded;  bottom  at  1,975  fathoms.  It  was  on  this  spot  H.  B. 
M.  surveying  ship  Thunder  failed  in  finding  bottom  with  3,700  fathoms  line  in  1848.  This  sound  to-day, 
was  very  good  ;  no  doubt  as  to  having  reached  the  bottom.  I  shall  steer  now  for  Breton  Rock.  Ends 
pleasant.     At  10  P.  M.  sounded  for  temperature;  surface,  67°  ;  at  100  fathoms,  64°.5  ;    at  300  fathoms,  65°. 


252  THE  WINn  AND  CURRENT  CHARTS. 

Owing  to  the  licavy  sea  on,  no  satisfactory  results  can  be  obtained  tliis  time.  The  rolling  motion  cansing 
the  cylinders  to  lose  the  water,  and  receive  it  at  diflerent  depths,  as  the  line  is  hauled  in. 

June  22.  Lat.  39° -18' N. ;  long.  41°  IG' W.  Fresh  winds  from  S.  S.  W".;  shghtly  hazy.  Standing  S.  S. 
E.  for  Breton  Rock.  Sua  too  high  for  sounding  at  meridian ;  find  ourselves  east  of  the  position  of  Bretoa 
Rock.     Entii-ely  too  much  sea  to  lower  a  boat  for  sounding. 

June  23.  Lat.  39°  15'  N.;  long.  41°  IS'  W.  Employed  looking  for  Breton  Rock.  Sky  almost  en- 
tirely overcast.  Latter  part;  no  appearances  of  soundings  or  rocks;  sea  too  heavy  to  sound.  Temperature 
at  surface,  69°  ;  depth  10  fathoms,  66°. 

June  24.     Lat.  30°  36' N.;  long.  41°  06' W.     Dirty-looking  weather.     Two  32  lb.  shot. 


FATHOMa. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTEUVALS. 

min 

sec. 

mill. 

sec. 

mill 

sec. 

100 

0 

58 

1000 

2 

38 

1900 

3 

46 

200 

1 

17 

1100 

2 

50 

2000 

3 

32 

300 

1 

35 

1200 

3 

00 

2100 

3 

45 

400 

1 

42 

1300 

3 

02 

2200 

3 

57 

500 

1 

53 

1400 

3 

03 

2300 

4 

07 

600 

2 

03 

1500 

3 

12 

2400 

4 

01 

700 

2 

14 

1600 

2 

53 

2500 

3 

48 

800 

2 

25 

1700 

3 

30 

2600 

4 

52 

900 

2 

25 

1800 

3 

42 

2675  (bot.) 

4 

20 

Temperature  air,  69° ;  surface,  67° :  depth  10  fatlioms,  66°.5.  Sea  very  heavy ;  found  bottom  with 
2,675  fathoms;  line  out;  line  ranging  a  little  ahead,  being  scarcely  able  to  keep  head  to  sea,  with  all  the  oars 
out.  (I  think  the  line  must  have  reached  the  bottom  at  2,500  fathoms,  as  it  ran  very  slowly  between  the 
25th  and  26th  hundred  marks. 

J.  G.  Mitchell.) 

Drift-wood  with  barnacles  about  this  place ;  some  small  sprigs  of  gulf- weed. 

June  25.  Lat.  41°  3'  N. ;  long.  41°  56'  W.  Weather  threatening  and  barometer  foiling;  awaiting 
the  return  of  good  weather  to  examine  the  location  given  to  Druid  Rock ;  ends  rainy ;  hove  to,  near  the 
position  of  Druid  Rock.     Temperature  air,  G2°;  surface,  66°;  depth,  10  fothoms,  66°.5. 

June  26.  Lat.  40°  39'  N.;  long.  42°  20'  W.  Middle  part  iilcasant;  too  much  swell  for  sounding; 
made  sail  and  commenced  examination  for  Druid  Roclv;  small  sprigs  of  gulf- weed  passing;  at  5.30  sounded 
with  500  fathoms  line;  no  bottom.  Temperature  air,  63°;  surface,  65°.5;  at  200  fothoms,  62°;  at  500 
fathoms,  61°. 

June  27.  Lat.  41°  12'  N.;  long.  41°  58'  W.  Weather  squally  until  1  A.  M. ;  sounding  with  deep-sea 
line;  500  fathoms  out,  no  bottom.  Temperature  at  surface,  66°;  at  200  fathoms,  64°;  at  500  fathoms,  64°; 
at  8,  sounded  with  500  fathoms,  no  bottom ;  ends  fresh  winds  and  squally,  a  very  high  sea  on. 

June  28.     Lat.  41°  2S' K ;  long.  41°  35'  W.     Fresh  winds  and  n  heavy  swell;   sounded   witli  500 


PHYSICAL   GEOGRArnY   OF   THE   SEA.  _  253 

fatlioms  line,  no  bottom;  no  appearance  of  rocks  or  soundings;  abandon  farther  searc-li  for  Druid  Rock; 
satisfied  it  does  not  exist ;  the  sea  appears  to  be  more  uniform  in  its  temperature  ]u>re,  as  may  be  seen  by 
our  log;  middle  part  pleasant;  no  indications  of  soundings  in  any  direction.  Temperature  air,  (30°; 
surface,  66° ;  deptli  (10  fotlioms)  65°. 

June  29.     Lat.  -1:2°  10'  N.;  long.  42°  Oi'  W.     Weather  pleasant;  two  32  lb.  shot. 


PATH0M3. 

INTERVALS. 

FATUOMS. 

ISTEKVAL3. 

FATIKIMS. 

INTERVALS. 

min 

sec. 

min.  sec. 

min.  sec. 

600 

9 

50 

1400 

12     05 

1950  (bot.) 

6     30 

800 

4 

30 

1600 

6     35 

1000 

5 

35 

1800 

6     55 

Temperature:  surface,  63°;  at  200  fathoms,  62^;  at  500  fathoms,  57°.  Middle  part — temperature  at 
200  fathoms,  66°.5 ;  at  500  fathoms,  64°.5.  The  temperature  at  500  fathoms  may  be  inaccurate,  owing  to 
the  swell,  which  has  been  very  considerable  for  several  days.  The  water  seems  slightly  discolored ;  many 
birds  about — tern  and  petrel.  At  8h.  30m.  P.  M.,  sounded  for  temperature  at  500  fathoms  ;  no  bottom ; 
temperature  at  surface,  63° ;  500  fathoms,  60°.  Found  bottom  with  1,950  fathoms ;  after  hauling  in  100 
fathoms  the  line  was  up  and  down,  and  on  hauling  in  more  it  parted,  making  the  depth  of  water  1,850 
fathoms. 

July  2,  1853.     Lat.  46°  53'  N.;  long.  37°  46'  W.     Weather  pleasant;  two  32  lb.  shot. 


TATHOMS. 

IXTEKV.4LS. 

min 

sec. 

100 

1 

05 

200 

1 

25 

300 

1 

35 

400 

1 

47 

500 

1 

58 

600 

2 

13 

700 

2 

26 

FATUOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

min 

sec. 

800 

2 

43 

1500 

3 

22 

900 

2 

33 

1600 

3 

33 

1000 

2 

49 

1700 

17 

1100 

2 

55 

1800 

o 

33 

1200 

3 

00 

1900 

O 
O 

42 

1300 

3 

05 

2000 

3 

55 

1400 

3 

13 

Winds  fresh ;  at  daylight  water  discolored.  This  seems  to  be  the  case  quite  often,  as  we  get  to  the 
northward.  A  heavy  swell  from  northward ;  middle  part  more  pleasant ;  sent  a  boat  to  sound,  although  a 
very  rough  sea;  small  line  and  two  round  shot;  found  bottom  with  2,030  fathoms  line  out;  on  pulling  over 
the  line,  with  all  the  oars,  one  man  was  able  to  haul  in  only  30  fathoms  of  line,  leaving  the  true  depth 
2,000  fathoms,  line  up  and  down.  Temperature  at  the  surface,  58°.5;  at  100  fathoms,  58°;  at  300  fathoms, 
56°.5. 

July  3.     Lat.  48°  16'  N.;  long.  35°  22'  30"  W.     Weather  overcast;  wind  fresh;  two  32  lb.  shot. 


254 


THE  WIND  AND  CURREXT  CHARTS. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

TNTEEVALS 

min 

.  sec. 

mill 

.  sec. 

70 

0 

48 

870 

2 

35 

170 

1 

17 

970 

2 

45 

270 

1 

30 

1070 

2 

50 

370 

1 

43 

1170 

2 

55 

470 

1 

56 

1270 

3 

00 

570 

2 

01 

1370 

3 

08 

670 

2 

10 

1470 

3 

18 

770 

2 

20 

1570 

3 

20 

FATHOMS. 

INTERVALS. 

Ill  in 

.  sec. 

1070 

3 

39 

1770 

3 

40 

1870 

O 

49 

1!I70 

o 
O 

49 

2070 

4 

01 

2100 

3 

57 

(2100  bot.) 

Temperature  at  surface,  56°;  at  200  fathoms,  52°;  at  500  fathoms,  47°.5. 

Ju]y  4.     Lat.  49°  51'  N.;  long.  31°  34°  W.     Weather  cloudy,  with  rain;   fine  breeze;  two  32  lb. 


shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

mill 

.  sec. 

Diiri 

.  sec. 

100 

0 

55 

800 

2 

24 

200 

1 

15 

900 

2 

24 

300 

1 

30 

1000 

2 

35 

400      ' 

1 

40 

1100 

2 

45 

500 

1 

50 

1200 

2 

45 

600, 

2 

00     - 

1300 

2 

55 

700 

2 

12 

1400 

3 

05 

FATHOMS. 

INTERVALS 

uiin.  sec. 

1500 

3     05 

1000 

3     10 

1700 

3     22 

1800 

3     22 

1900 

4    06 

(1920  bot.) 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min. 

SCO. 

min.  sec. 

800 

14 

25 

1400 

6     10 

1000 

5 

25 

1000 

6     30 

1200 

5 

45 

1760 

5     15 

INTERVALS. 

min.  sec. 


Temperature  at  surfixce,  54°;  at  200  fathoms,  53°;  at  500  fathoms,  48°;  of  air,  50°. 
July  5.     Lat.  51°  40'  N. ;  long.  28°  33'  W.     Squally,  with  rain ;  two  32  lb.  shot. 


(1750  bot.) 


At  9  A.  M.  temperature  at  200  fothoms,  53° ;  at  500  fathoms,  48°.  Water  changed  temperature  at 
daylight,  4°  colder;  by  6  A.  M.  it  had  risen  to  its  former  temperature  of  54°;  looked  discolored.  No 
bottom  at  500  fathoms.  At  5  P.  M.  water  appears  discolored.  Temperature  at  surface,  54° ;  at  200 
fathoms,  53°;  at  500  fathoms,  51°;  air,  55°. 

July  0.     Lat.  53°  28'  N. ;  long.  25°  01'  W.     Weather  variable ;  two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min 

sec. 

miu.  sec. 

200 

2 

35 

1200 

5 

25 

1920 

4    44 

400 

8 

05      . 

1400 

5 

46 

(1900  bot.) 

800 

8 

31 

1600 

6 

12 

1000 

5 

04 

1800 

6 

58 

i 


PHYSICAL   GKOGKAPilV    uF   TllK   SEA. 


255 


Temperature   at  surface,  o2°.5;  at  200   fathoms,  51°;  at  500  fathoms,  40°.     Every  appearance  of 
soundings  by  color  of  water.     The  ocean  in  this  region  appears  generally  as  iu  the  vicinity  of  .some  coast. 
July  7.     Lat.  54°  17'  X.;  long.  22°  33'  AV.     Variable  weather;  Brooke's  Sounding  Apparatus. 


TATIIOMS. 

1NTKRVAI.S. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

I.NTKRVALS. 

min 

.  sec. 

min 

.  sec. 

min.  sec. 

200 

2 

40 

1200 

58 

2200 

12     45 

400 

4 

25 

1400 

8 

27 

2400 

14     40 

600 

5 

51 

1600 

9 

10 

2600 

19     15 

800 

6 

44 

1800 

9 

25 

2800 

14     50 

1000 

7 

SO 

2000 

10 

05 

(2000  bot.  I 

probably  ?) 

Fine  chalky  clay.     Temperature  at  surface,  55°.5  ;  at  200  fathoms,  53° ;  at  500  fathoms,  50°  ;  air,  64°. 
July  12.     Lat.  54°  26' N.;  long.  12°  10' W.     Fresh  breeze  and  pleasant.     Two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

mill. 

sec. 

300 

3 

30 

500 

3 

35 

700 

4 

15 

FATHOMS. 

INTERVALS. 

min.  sec. 

900 

4     54 

1100 

5     20 

1300 

6     01 

FATHOMS. 

INTERVALS. 

min.  sec. 

1500 

6     28 

1630 

5     32 

(1625  bot.) 

Temperature  at  surface,  56°.5;  at  200  fathoms,  52°.5;  500  fathoms,  50°.;  of  air,  60°.5. 
July  14.     Lat.  50°  54'  N;   long.  17°  02'  W.     Fresh  breeze  and  cloudy;  two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

F.\THOMS. 

INTERVALS. 

F.VTHOMS. 

INTERVALS. 

min. 

sec. 

min. 

sec. 

min.  sec. 

275     . 

2 

45 

1475 

6 

10 

2475 

8     25 

475 

3 

10 

1675 

6 

51 

2675 

8     40 

875 

8 

50 

1875 

7 

29 

2700 

1     10 

1075 

5 

20 

2075 

7 

48 

(2675  bot.) 

1275 

5 

50 

2275 

7 

52 

Temperature  at  surface,  56°.5 ;  at  200  fathoms,  55°.5 ;  at  500  fathoms,  52°;  of  aii",  57°. 
July  16.     Latitude  46°  43' ;  longitude  21°  45'  W.     Variable  weather ;  two  32  lb.  shot. 


■ATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS, 

min. 

sec. 

min. 

sec. 

min. 

sec. 

100 

1 

05 

1000 

2 

45 

1800 

3 

25 

200 

1 

20 

1100 

2 

45 

1900 

3 

30 

300 

1 

35 

1200 

2 

45 

2000 

3 

36 

400 

1 

50 

1300 

2 

55 

2100 

3 

47 

500 

2 

05 

1400 

3 

05 

2200 

3 

47 

600 

2 

10 

1500 

3 

10 

2300 

3 

65 

700 

2 

15 

1600 

3 

15 

2400 

3 

55 

800 

2 

25 

1700 

3 

20 

(2460  bot.) 

900 

2 

35 

Temperature  at  surface,  60°.5 ;  at  500  fathoms,  54° ;  of  air,  60°.5. 


256 


THE  WIND  AND  CURRENT  CUARTS. 


July  17.  Lat.  41°  42'  N. ;  long.  24°  35'  W.     Weather  pleasant;  two  32  lb.  shot. 


FATHOMS. 


INTERVALS. 

mill.  sec. 


INTERVALS. 

min.  sec. 


1515 
(1500  bot.) 


INTERVALS. 

min.  sec. 

6     05 


125  1     23  925  5     05 

325  2     30  1125  5     25 

726  8     57  1325    ■  5     45 

Temperature  at  surface,  63°.5 ;  at  200  fatlioms,  57°.5 ;  at  500  fathoms,  55°  ;  of  air,  03°. 
July  18.     Lat.  44°  43'  N. ;  long.  24°  35'  W.     Weather  pleasant.     Shot,  50  lbs. ;  with  Brooke's  appa- 


ratus. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

mill 

sec. 

mill 

sec. 

mill.  sec. 

200 

2 

15 

800 

5 

35 

1300 

6     45 

400 

o 
O 

30 

1000 

6 

10 

(1370  but.) 

600 

4 

40 

1200 

7 

05 

Bottom,  whitish  clay.     Temperature  at  surface,  63° ;  at  1,000  fathoms,  60°  :  of  air,  63°. 
JiTly  19.     Lat.  43°  47'  N. ;  long.  25°  24'  W.     Weather  variable.     Two  32  lb.  shot. 


ITHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

mill 

.  sec. 

min.  sec. 

200     . 

,     2 

35 

1000 

5 

35 

1760 

7     05 

600 

7 

55 

1200 

6 

15 

1850  (bot.) 

5     15 

800 

4 

55 

1560 

9 

25 

Temperature  at  surface,  64°.5 ;  at  200  fathoms,  60°.5 ;  at  500  fathoms,  60°  ;  of  air,  67°. 
July  20.     Lat.  45°  07'  N. ;  long.  26°  OS'  W. ;  thick  weather.     Two  32  lb.  shot. 


FATHO.MS. 

100 

INTERVALS. 

min.  sec. 

1     00 

FATHOMS. 

700 

INTERVALS. 

min.  sec. 

2     10 

FATHOMS. 

1300 

INTERVALS 

min.  sec. 

3     05 

200 

1 

20 

800   ■ 

2 

26 

1400 

3 

15 

800     ' 

1 

35 

900 

2 

36 

1500 

3 

25 

400 

1 

45 

1000 

2 

46 

■       1520 

0 

50 

.  500 

1 

55 

1100                   ; 

2 

54 

(1500  bot.) 

600 

2 

05 

1200    . 

2 

47 

Temperature  at  snrfoco,  64°;  at  200  fathoms,  61°;  at  500  fathoms,  59°;  of  air,  66°. 
July  21.     Lat.  46°  26'  N. ;  long.  26°  55'  W.     Fresh  breeze,  cloudy.     Two  32  lb.  shot. 


FATHOMS. 

INTERVALS 

^ 

min.  sec. 

100  ■ 

1     00 

200 ' 

1     20 

300 

1     35 

400 

1     45 

500 

2     00 

July      . 

Lat.  45°  14'  ] 

FATHOMS. 

600 

INTERVALS 

min.  sec. 

2     10 

700   ■ 

2     20 

800 

2     30 

900 

2     50 

1000 

2     45 

FATHOMS. 

INTERVALS 

min.  sec. 

1100 

2     55 

1200 

3     05 

1300 

8     15 

1400 

3     25 

1420 

(bot.) 

1     12 

Lat.  45°  14'  N. ;  long.  27°  41'  W.     Variable  weather.     Two  32  lb.  shot. 


niYSICAL    GEOGRAI'IIY    OF   THE    SEA. 


257 


65 
165 
265 
365 
465 


INTERVALS. 

mill.  sec. 

0  37 

1  13 
1  30 
1  45 
1  65 


FATHOMS. 


INTERVALS 

min.  sec. 


Temperature  at  surface,  61"^ 


565 
665 
765 
865 
965 
200  fathoms,  57" 


2 
2 
2 
2 
2 


10 
20 
40 
40 
45 


FATHOMS. 

INTF.UVALS 

min.  sec. 

1065 

2     55 

1165 

3     05 

1265 

3     15 

1345 

2     55 

(1320  bot.) 

500  fathoms,  54° ;  air,  69= 


Julj  24.    Lat.  42°  44'  N. ;  long.  28°  20'  W.     Weather  pleasant.     Two  32  lb.  shot. 


INTERVALS. 

min.  sec. 


100 
200 
300 
400 
500 


06 
26 
40 
50 

00 


FATHOMS. 

600 

7oa 

800 
900 

1000 


INTERVALS. 

min.  sec. 


2 
2 
2 
2 
2 


10 

25 
30 
40 

50 


FATHO.MS. 

INTERVALS 

min.  see. 

1100 

3     00 

1200 

3     10 

1250 

1     43 

(1210  bot.) 

Temperature  at  surface,  67°;  at  200  fathoms,  64°;  at  500  fathoms,  64°;  air  69°. 

July  25.     Lat.  42°  49'  N.;  long.  29°  W.     Weather  cloudy.     50  lb.  lead,  and  Brooke's  apparatus. 


INTERVALS. 

min.  sec. 


INTERV.\LS. 

min.  see. 


FATHOMS. 


INTERVALS. 

inin.  sec. 


100  1     00  500  4    30 

300  3     10  ■  700  6     00 

Temperature  at  surface,  66° ;  at  200  fathoms,  63° ;  at  500  fathoms,  63° ;  of  air,  73°. 
July  26.     Lat.  40°  48'  N.;  long.  30°  02'  W.     Weather  pleasant.     Two  32  lb.  shot. 


1080  (bot.)     16     20 


FATHOMS. 

INTERVALS. 

min.  sec. 

50 

0     25 

150 

1     15 

250 

1     32 

350 

1     44 

ug.  10,  1853. 

Lat.  38 

FATHO-MS. 

INTERV.^LS 

min.  sec. 

100 

1     00 

200 

1     21 

300 

1     39 

400 

1     48 

500 

1     55 

600 

2     07 

FATHOMS. 

INTERVALS. 

min. 

sec. 

450  . 

1 

56 

550  . 

2 

06 

650 

2 

16 

750 

2 

16 

g.  33°  30' 

w.  ^\ 

'"eath 

FATHOMS. 

INTERVALS 

min 

.  sec. 

,700  . 

2 

19 

800  . 

2 

21 

900  ,: 

2 

38 

1000 

2 

37 

1100 

2 

48 

1200 

2 

57 

FATHOMS. 

INTERVALS 

min.  sec. 

850 

2     26 

860 

0     24 

(830  bot.) 

FATHOMS. 

INTERVALS 

min.  sec. 

1300 

3      10 

1400 

3     25 

1500 

3     20 

1520 

0    40 

(1500  bot.) 

Temperature  at  surface,  73°  ;  at  200  fathoms,  68°.8;  at  500  fathoms,  Qd'^ 


258 


THE  WIND  AND  CURRENT  CHARTS. 


No  good  observations  for  transparency ;  saw  20  lb.  lead  at  5  fathoms.     At  midnight,  several  meteors 
shooting  from  N.  E.  to  S.  W.  and  from  N.  to  S.  nearly  calm. 

Aug.  11.    Lat.  39°  18'  33"  N.;  long.  83°  32'  W.   Weather  light,  variable,  sea  deep-blue.   No  soundings. 
Aug.  12.    Lat.  40°  35'  N.;  long.  31°  50'  W.     Weather  pleasant;  two  32  lb.  shot. 


lTHOMS. 

INTERVALS. 

FATHOMS. 

I.VTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min 

sec. 

ruin.  sec. 

100 

1 

00 

700 

2 

12 

1100 

2     38 

200 

1 

20 

800 

2 

22 

1200 

2     50 

300 

1 

33 

900 

2 

25 

1240 

1     20 

500 

3 

40 

1000 

2 

38 

(1230  bot.) 

GOO 

2 

02 

Temperature  at  surface,  71°.5 ;  at  200  fathoms,  65° ;  at  500  fathoms,  59°. 

No  appearances  of  Gough  and  Birch  Eocks — satisfied  the}'  do  not  exist  in  the  position  given  them,  830 
fathoms  water  on  the  spot.  At  2  P.  M.  run  out  1,000  fathoms,  with  two  cylinders  attached,  uo  bottom ;  in 
hauling  in,  line  parted  at  550  fathoms  from  lead  losing  both  cylinders ;  upon  examination,  end  of  line  ap- 
peared to  have  been  cut  with  a  knife.  Middle  part  clear  and  pleasant,  winds  northward  and  westward; 
smooth  sea. 

Aug.  13.     Lat.  42°  40'  N.;  long.  31°  11'  W.     Weather  pleasant;  two  32  lb.  shot. 


FATHOMS. 

INTERVALS 

min 

.  sec. 

50 

0 

22 

150 

06 

250 

18 

350 

28 

450 

38 

550 

48 

650 

58 

FATHOMS. 

INTERVALS 

mill 

sec. 

750 

1 

58 

850 

2 

S 

950 

2 

18 

1050 

2 

28 

1150 

2 

38 

1250 

2 

48 

1350 

2 

49 

FATHOMS. 

INTEI 

tVALS 

min 

.  sec. 

1450 

2 

50 

1550 

3 

1650 

3 

10 

1750 

1 

35 

1680  (bot.) 

Temperature  at  surface,  68° ;   at  200  fathoms,  64° ;   at  500  fathoms,   62° ;   with  a  swell  from  the 
westward. 

Aug.  14.     Lat.  44°  52'  30"  N.;  long.  30°  38'  80"  W.     Weather  overcast;  two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

.  sec. 

min 

sec. 

min.  sec. 

100 

i      700 

2 

8 

1300 

3 

200 

12 

800 

2 

20 

1400 

8     20 

300 

25 

900 

2 

34 

1500 

8     19 

400 

87 

1000 

2 

48 

1580 

2     54 

500 

50 

1100 

2 

48 

(1560  bot.) 

600 

2 

6 

1200 

2 

58 

Temperature  at  surface,  66° ;  at  200  fathoms,  62° ;  at  500  fathoms,  57°. 


PiiYSTCArj  nEonuAriiY  of  tiiic  pea.  259 

Aug.  15.     Lat.  4G°  la'  N.;  long.  30°  0-1'  \V.     Weatlier  pleasant;  two  32  lb.  shot. 


FATIIOJIS. 

INTERVALS. 

FATHOMS. 

INTF.RVALS. 

FATHOMS. 

INTKIIVALS. 

mil 

.  sec. 

Ill  in 

.sec. 

mill 

.  sec. 

100 

800 

2 

20 

1500 

3 

200 

20 

900 

2 

30 

1600 

3 

10 

300 

35 

1000 

2 

30 

1700 

3 

30 

400 

35 

1100 

2 

30 

1«00 

4 

10 

500 

50 

1200 

2 

45 

1810 

40 

600 

2 

1300 

2 

55 

(1760  bot.) 

700 

2 

10 

1400 

3 

Temperature  at  surface,  65°;  at  200  fathoms,  62°;  at  500  fotlioms,  56°. 

Standing  for  the  Three  Chimneys ;  at  noon  30  miles  N.  W.  of  Muriuer's  Eock,  or  rather  its  position ; 
shall  take  it  into  consideration  after  looking  for  the  Chimneys.  Sea  dark  blue ;  no  ajipearance  of  soundings; 
standing  N.  E.  |  N.  for  the  Three  Chimneys. 

Aug.  16.  Lat.  47°  oS'  N. ;  long.  29°  35'  W.  Overcast,  with  indications  of  bad  weather;  two  32 
lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTKUVALS. 

min 

.  sec. 

mill 

sec. 

mil 

.  sec. 

90 

55 

790 

2 

23 

1490 

3 

14 

190 

1 

17 

890 

2 

23 

1590 

3 

18 

290 

1 

28 

990 

2 

32 

1690 

3 

29 

390 

1 

39 

1090 

2 

44 

1790 

3 

20 

490 

1 

50 

1190 

2 

51 

1890 

3 

40 

590 

2 

1 

1290 

3 

3 

1935 

2 

35 

690 

2 

12 

1390 

3 

6 

(1900  bot.) 

Temperature  at  surface,  59°.5;  at  200  fathoms,  53°;  at  500  fathoms,  51°. 

Aug.  16.  Wind  increasing  from  S.  \Y.;  hopes  of  reaching  the  Three  Chimneys  to-day;  at  3 
hours  30  min.  sent  a  boat  to  sound;  latter  part  blowing  hard,  with  lightning  to  the  southward  and 
eastward. 

Aug.  17.  Lat.  48°  N.;  long.  29°  25'  W.  Weather  stormy;  hove  to;  no  soundings.  At  4  A.  M. 
the  wind  shifted  to  the  northward  and  westward,  and  lilew  hard.  At  5  A.  M.  it  blew  a  iierfcct  hurricane. 
Bar.  down  to  28.94;  sea  rising  fast;  so  misty  to  windward  from  the  salt  spray  that  it  was  impossible  to  see 
anything;  the  brig  under  a  reefed  fore  spencer,  laying  down  with  her  hammock  rail  under.  At  5h.  30m. 
lee  waist-boat  filled,  split  open,  and  went  adrift ;  everything  battened  down  tight.  This  state  of  things 
continued  until  8  A.  M.  when  we  were  able  to  set  fore  storm  staysail,  and  balanced  reefed  mainsail;  here 
the  gale  began  to  moderate ;  berth-decks,  mess-bags,  and  hanmiocks  all  wet  from  the  water  coming  in 


260  THE  WIND  AND  CURRENT  CHARTS. 

between  ceiling  and  deck ;  Bar.  28.97  ;  latter  part,  passing  squalls  of  wind  and  rain ;  sea  licavy ;  the  storm 
was  evidently  a  rotary,  for  the  wind  had  lieon  from  the  southward  for  several  days,  and  after  blowing  a 
hard  gale  from  S.  E.  the  wind  suddenly  shifted  to  N.  W.  and  was  heavier  than  I  have  ever  known  before ; 
during  the  first  part  of  the  day  saw  other  vessels  under  nothing  but  a  reefed  spanker. 

Aug.  18.  Lat.  46°  56'  03"  N.;  long.  29°  1-i'  W.  At  2  P.  M.  finding  tlie  wind  steady  at  N.  W. 
and  the  chance  of  a  proper  examination  rather  broken  up,  bore  away  to  the  eastward,  having  had  a  cast 
of  1,900  fathoms  on  the  spot  assigned  the  Chimneys;  do  not  believe  they  exist. 

Aug.  19.     Lat.  48°  37'  N. ;  long.  25°  22'  30"  W.     Weather  squally,  wind  N".  and  W. ;  no  soundings. 

Aug.  20.     Lat.  49°  40'  N. ;  long.  21°  06'  30".     No  soundings ;  weather  improving ;  squalls  of  wind  and  ' 
rain  at  intervals;  wind  northward  and  Avestward. 

Aug.  21.  Lat.  49°  59'  N. ;  long.  17°  35'  15"  W.  The  weather  better  than  a  week  past.  Observing 
the  water  to  be  green,  and  iilled  with  animalcula3,  sent  a  boat  to  sound  at  10  A.  M.     Two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

TATllOMS. 

INTERVALS. 

FATHOMS. 

JNTEKVALS. 

mill 

sec. 

min 

.  sec. 

min 

.  sec. 

20 

0 

08 

1020 

2 

40 

2020' 

3 

50 

120 

1 

02 

1120 

2 

48 

2120 

4 

06 

220 

1 

20 

1220 

2 

50 

2220 

4 

06 

820 

1 

35 

1320 

3 

08 

2320 

3 

50 

420 

1 

47 

1420 

3 

10 

2420 

4 

18 

S20 

1 

59 

1520 

3 

20 

2520 

4 

19 

620 

2 

08 

1020 

O 

o 

20 

2620 

4 

27 

720 

2 

13 

1720 

o 
o 

30 

2720 

4 

50 

820 

2 

24 

1820 

3 

40 

2760 

2 

00 

920 

2 

32 

1920 

o 
O 

40 

(2700  bot.) 

Middle  part,  water  still  green.  "We  have  now  passed  around  the  west  and  north  side  of  the  submarine 
elevation  joining  the  Azores  on  the  north.  To-day  we  reached  mid-channel  of  the  polar  current  on  this 
side  (east),  found  2,700  fi^thoms.  No  opportunities  have  occurred  for  experimenting  on  surface  and  under- 
currents.    At  midnight,  temperature  at  surface,  59°  ;  at  200  fathoms,  56° ;  at  500  fathoms,  54°. 

Temperature  at  surface,  58°  ;  at  200  fathoms,  54°  ;  at  500  fathoms,  52. 

Aug.  22.     Lat.  49°  57' N.;  long.  13°  16' W. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOjrS. 

INTERVALS 

min 

seo. 

min.  sec. 

min.  sec. 

400 

6 

45 

1000 

7    15 

1400 

9     00 

600 

5 

20 

1200 

8     10 

1580  (bot.) 

9     10 

800 

6 

20 

Weather  pleasant.     Brooke's  patent  sounding  apparatus.     The  water  blue,  and  very  full  of  small 


PHYSICAL   GEOGRArnY   OF   THE   SEA.  261 

medusse.  At  8,  sent  a  boat  to  sound  -with  Brooke's  patent  sounding  apparatus  ;  bottoni  at  1,570  fathoms, 
yellowish,  sticky  clay.  At  9  P.  ^I.  discoyerccl  a  comet  in  the  west  ahout  15°  high,  tail  upwards,  about  3° 
long.  Weather  pleasant ;  wind  northward  and  westward  ;  finished  line  of  deep-sea  soundings  to  the  shore 
of  the  bank  west  of  the  Land's  End,  England. 

Temperature  at  surface,  5S°.5  ;  at  500  fathoms,  55°  ;  at  200  fathoms,  no  water  in  cylinder. 

Aug.  23.  liat.  49°  50'  N.;  long.  10°  29'  W.  Weather  beautiful;  no  soundings;  wind  northward  and 
•westward ;  the  water  quite  green ;  looking  like  soundings  on  the  edge  of  the  bank  west  of  the  Land's  End 
of  England.  At  noon,  the  latitude  and  longitude  gaye  us  a  position  on  the  English  chart  on  soundings  of 
73  fathoms.  At  12  hours  30  miu.  P.  M.  got  bottom  at  that  depth,  showing  the  chronometers  to  be  correct, 
as  they  were  at  Ilorta,  the  mean  of  the  three  giving  the  longitude  of  the  landing  witliin  a  second  or  two, 
as  ascertained  by  Captain  Vidal,  of  the  English  Navy,  in  his  survey  of  the  Azores.  The  lead  brought  up 
coarse  and  fine  sand,  with  a  few  parts  of  light,  broken  shells.  The  comet  visible,  as  last  night,  to  the 
northward  and  westward. 

Aug.  24.     No  observation  or  sounding.     "Weather  rainy ;  got  a  pilot  and  stood  up  the  channel. 

Sept.  17,  1853.  Lat.  47°  43'  21"  N.;  long.  8°  57'  30".  After  having  spent  ninvards  of  a  fortnight  at 
South  Hampton,  the  Dolphin  sailed  on  tlie  morning  of  the  13th,  and  is  now  at  sea  in  deep  water;  delays  arising 
from  purser's  accounts,  and  from  waiting  for  sounding-twine  expected  by  the  steamer  Humboldt  from  New 
York.  It  being  favorable,  dispatched  a  boat  for  a  deep-sea  cast,  and  to  try  undercurrent.  The  water  full 
of  medusfe  about  the  size  of  a  pea;  specimens  preserved.  At  12  hours  30  min.  P.  M.  the  boat  returned. 
Current  setting  at  surface  N.  B.  by  E.  0.2 ;  at  150  fathoms,  S.  S.  W.  0.2.  It  was  thought  that  bottom  was 
found  at  1,800  fiithoms  with  the  new  sinker,  but,  on  hauling  in  the  line,  the  shot  was  found  not  detached; 
perhaps  the  bottom  w^as  very  soft,  being  near  the  edge  of  soundings  on  the  northwest  entrance  of  the  Bay 
of  Biscay,  where  there  may  be  a  dejiosit  from  the  rivers  of  Erance  too  soft  to  allow  the  shot  to  be  detached, 
whilst  an  undercurrent  perhaps  kept  the  line  taught. 

Sept.  18.     Lat.  47°  38'  N.;  long.  9°  8'  W.     Light  airs;  calm  and  pleasant  weather. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTF.BVAI.S. 

FATHOMS. 

INTEEVALS. 

miu. 

sec. 

rain. 

sec. 

rain.  sec. 

100 

1 

900 

5 

58 

1700 

8     18 

300 

3 

1100 

G 

85 

1900 

10      3 

500 

4 

18 

1300 

7 

15 

2000 

11     84 

700 

5 

14 

1500 

7 

45 

(1800  bot.) 

' 

50  lb.  shot,  and  Brooke's  sounding  apparatus;  also  used  Stellwagen's  lead,  with  wdiich  last  found 
bottom  at  1,800  fathoms;  drab-colored  mud  mixed  with  fine  sand;  water  very  full  of  all  kinds  of  medusje; 
good  experiments  for  transparency,  a  white  lead  seen  at  nine  fathoms.  In  the  first  attempt  for  deep 
soundings,  the  shot  did  not  become  detached,  one  side  of  the  wire  only  unhooked ;  no  appearances  of  bottom 


262  THE  WIND  AND  CURRENT  CHARTS. 

in  the  cylinder,  though  I  am  sure  the  sinker  reached  bottom.  The  second  attempt  was  made  at  5  hours  30 
min.  P.  M.,  with  a  30  lb.  Stellwagen's  lead;  got  bottom  at  1,800  fathoms;  a  largo  quantity  of  soft  mud  and 
fine  grit,  all  drab  color.  Suppose  the  first  sinker  did  not  come  olf  owing  to  an  undercurrent  Ivceping  the 
line  taught,  as  appeared  to  be  the  case  by  the  lead  having  the  soundings  on  one  side  of  the  cu]i,  showing 
that  it  lauded  sideways  or  inclined. 

Temperature  at  surfoce,  59° ;  at  200  fathoms,  59°;  at  500  fathoms,  53°. 

Sept.  19.  Lat.  47°  18'  8"  N.;  long.  10°  i'  45"  W.  Weather  misty.  At  5  P.  M.  lowered  a  boat, 
and  tried  for  undercurrent  and  temperature  at  1,000,  500,  and  200  fithoms:  used  three  cylinders,  with  one 
of  Tagliabue's  self-registering  thermometers  to  each.  The  two  nearest  the  surface  were  found  crushed, 
and  the  lower  one  differed  from  the  water  in  the  cylinder  4°,  the  water  at  1,000  fothoms  being  49°  by 
cylinder,  and  53°  by  self-registering  thermometer.  Temperature  at  surface,  60°  ;  at  200  fixthoms,  56°  ;  at 
500  fathoms,  53°.  Tried  the  strength  of  largest-sized  line  three  times,  and  found  it  sustained  a  weight 
of  302  lbs. 

Sept.  20.  Lat.  47°  2'  50"  N.;  long.  11°  30'  W.  Weather  pleasant.  Middle  part  standing  for  the 
position  assigned  Devil's  Eoek.  No  person  I  conversed  with  in  England  believed  it  to  exist,  and  Captain 
Caldbeck  informed  me  that  he  once  run  for  it,  and  found  a  huge  tree  near  the  position ;  he  at  first  was 
certain  he  had  found  the  Devil's  Rock,  but  had  the  good  sense  to  make  a  proper  examination  with  the 
above  result.  No  soundings  to-day.  Our  armorer  was  enabled  to  improve  Mr.  Brooke's  sounding  appa- 
ratus by  the  addition  of  a  small  Stellwagen  cup;  this  is  the  result  of  a  failure  to  bring  up  soundings  the 
last  cast  with  it.  This  cup  is  the  same  diameter  of  the  bolt,  euabling  it  to  pass  through  the  hole  in  the 
sinker. 

Sept.  21.     Lat.  46°  32'  N.;  long.  12°  49'  W.     Weather  pleasant;  two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

mill 

sec. 

min 

sec. 

mill 

sec. 

100 

1 

900 

2 

33 

17U0 

3 

25 

200 

1 

17 

1000 

2 

50 

1800 

4 

300 

1 

36 

1100 

2 

50 

1900 

3 

50 

400 

1 

47 

1200 

3 

2000 

3 

55 

500 

2 

1300 

3 

10 

2100 

3 

35 

600 

2 

5 

1400 

3 

5 

2200 

4 

20 

700 

2 

13 

1500 

3 

15 

2210 

1 

7 

800 

2 

22 

1600 

3 

15 

(2200  bot.) 

The  variation  of  compass  greater  than  that  marked  in  variation  chart.     Azimuth  at  8  A.  M.  gives 
29°  30'  W.;  chart,  27°  W. 

Sent  a  boat  to  sound  at  1-P.  M.;  small  line,  and  one  of  our  new  47  lb.  sinkers  with  Brooke's  fixtures; 


I'HYSICAL   GEOGKArUV   OV  TIIK   SEA. 


263 


line  got  foul  of  line  for  temperature,  and  parted,  losing  sliot,  &e.     Sounded  afterwards  with   two  32  lb. 
sliot;  found  bottom  at  2, '200  fathoms. 

Temperature  at  surfaee,  00°;  at  200  fathoms,  5.")°;  at  500  fathoms,  55°. 

Sept.  22.     Lat.  -±0°  W  24"  N.;  long.  13°  4'J'  15"  ^V.     Weather  overeast ;  no  soundings. 
Sept.  23.     Lat  -44:°  05'  N. ;  long.  13°  29'  W.     Weather  pleasant.     At  oh.  25m.  P.  M.  sent  a  boat  to 
sound.     Two  32  lb.  shot. 


1000 
1100 
1200 
1300 
1400 
1500 
IGOO 
1700 
ISOO 


FATIUIMS. 

INTERVALS. 

miu 

.  sec. 

100 

0 

40 

200 

1 

10 

300 

1 

20 

400 

1 

35 

500 

1 

45 

600 

1 

55 

700 

1 

55 

800 

2 

10 

900 

2 

20 

NTERVALS 

min 

sec. 

2 

30 

2 

30 

2 

40 

2 

35 

3 

00 

3 

10 

3 

20 

3 

20 

3     80 


FATHOMS. 

INTERVALS. 

min 

.  sec. 

1900 

3 

30 

2000 

3 

45 

2100 

3 

55 

2200 

3 

50 

2300 

4 

00 

2400 

4 

10 

2500 

4 

20 

2580 

4 

15 

(2560  bot.) 

A  good  prospect  of  running  a  line  of  soundings,  S.  W.  (true),  and  the  winds  being  westerly,  deter- 
mined to  abandon  the  westerly  exploration  for  rocks  and  vigias,  the  season  being  already  too  far  advanced 
for  much  success  in  high  latitudes,  southwesterly  gales  being  prevalent  at  this  season.  Temperature  at 
surface,  64° ;  at  100  fathoms,  62°;  at  300  fathoms,  58°. 

Sept.  24.  Lat.  42°  07'  N.;  long.  15°  29'  W.  Weather  moderate.  At  3  hours  40  min.  P.  M.  sent  a 
boat  to  sound.     Got  bottom  at  2,540  fathoms.     Two  32  lb.  shot. 


4TH0M3. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

.  sec. 

min 

see. 

min 

.  sec. 

100 

1 

2 

1000 

2 

48 

1900 

3 

40 

200 

1 

18 

1100 

2 

52 

2000 

3 

50 

300 

1 

30 

1200 

2 

58 

2100 

4 

400 

1 

42 

1300 

3 

2200 

4 

500 

1 

58 

1400 

3 

5 

2300 

4 

600 

2 

8 

1500 

3 

15 

2400 

4 

15 

700 

2 

8 

1600 

3 

15 

2500 

4 

25 

800 

2 

28 

1700 

3 

30 

2540  (bot.) 

2 

15 

900 

2 

38 

1800 

3 

30 

Temperature  at  surface,  65°  5';  at  200  fathoms,  60°;  at  500  fathoms,  57°  5'. 


264 


THE  WIND  AND  CUKKENT  CHARTS. 


Sept.  25.     Lat  40°  20' N. ;  long.  17°  48' W.     Weather  pleasant.     At  1  hour  35  min.  P.  M.  sent  a  boat 
to  sound.     Two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

F.\TH0M3. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min 

sec. 

min 

sec. 

50 

0 

28 

1050 

2 

54 

2050 

4 

15 

150 

1 

12 

1150 

3 

6 

2150 

4 

25 

250 

1 

27 

1250 

3 

18 

2250 

4 

40 

350 

1 

39 

1350 

3 

20 

2350 

4 

50 

450 

1 

51 

1450 

3 

23 

2450 

4 

50 

550 

2 

3 

1550 

3 

40 

2550 

4 

85 

650 

2 

13 

1650 

3 

40 

2650 

4 

55 

750 

2 

24 

1750 

3 

45 

2670 

1 

35 

85.0 

2 

35 

1850 

4 

2650  (Iwt.) 

950 

2 

42 

1950 

4 

15 

Temperature  at  surface,  69°;  at  200  fathoms,  65°;  at  500  fathoms,  59°. 

Sept.  26.      Lat.  39°  14'  N.;  long.  19°  1'  W.     Weather  overcast;  56  lb.  leaden  shot,  with  Brooke's 
apparatus  attached. 


.\TUOMS. 

INTERV.\Lg. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min 

sec. 

min.  sec. 

IDp: 

..     1 

45 

1100 

6 

10 

2100 

8 

300 

2 

45 

1300 

6 

40 

2300 

8     35 

500 

3 

55 

1500 

7 

15 

2500 

9     25 

700 

4 

45 

1700 

7 

40 

2700 

9     20 

900 

5 

35 

1900 

7 

45 

2820  (bot.) 

5     55 

The  line  parted  at  1,500  fathoms,  in  attempting  to  haul  it  in ;  brought  up  part  of  the  leg  of  a  huge 
brown  medusa ;  found  surface  current  0.2,  N.  W.  by  W. ;  at  50  fiithoms  0.2,  K  by.  E. ;  at  100  fathoms  0.2, 
N.  J  E.;  at  150  fathoms  N. ;  at  200  fathoms  0.2  N.  by  E.,  the  current  represented  hereabouts,  noticed  by  so 
many  navigators,  we  have  not  experienced. 

Water  transparent ;  saw  20  lb.  lead  at  7  fathoms.  Temperature  at  surface,  70° ;  at  200  fathoms,  65° ; 
at  500  fathoms,  57°.  - 

Sept.  27.  Lat.  38°  39'  N. ;  long.  19°  29'  45"  W.  Weather  overcast;  Avind  light;  not  far  enough  from 
yesterday's  position  to  sound ;  some  slight  motion  in  water,  like  tide  rips,  which  was  attributed  to  local 
squalls  from  the  southward,  from  clouds  which  passed  ahead  of  us. 

Sept.  28.  Lat.  37°  14' 41"  N.;  long.  20°  21'  45"  W.  Weather  overcast  with  light  rain;  being 
within  25  miles  of  a  deep-sea  sound  last  winter,  I  pass  on  until  to-morrow.  The  armorer  suggested  an. 
improvement  to  Brooke's  soui>ding  apparatus,  by  having  branches  from  the  top  of  the  spindle  going 


PHYSICAL   GKOGKAPUY   OF  THE   SKA.  265 

lown  outside  of  the  sinker,  witli  the  ends  as  low  as  tlie  lower  end  of  spindle,  having  a  Stellwagen  cuji  on 
.each.     He  will  make  one. 

Sept.  29.     Lat.  3-i°  23'  K;  long.  20°  57'  W.     Weather  overcast.     At  1  V.  U.  sent  a  boat  to  sound. 
Two  32  lb.  shot. 


1TH0M3. 

INTERVALS. 

FATUOMS. 

I.NTEKVAI,S. 

FATIIOM.S. 

INTERVALS. 

min 

1.  sec. 

min 

.  sec. 

mill 

:.  sec. 

55 

0 

43 

855 

2 

38 

1655 

3 

42 

155 

1 

IS 

955 

2 

29 

1755 

O 

45 

255 

1 

2(3 

1055 

3 

00 

1855 

4 

08 

355 

1 

41 

1155 

3 

00 

1955 

4 

19 

455 

1 

53 

1255 

3 

17 

2055 

4 

19 

555 

2 

04 

1355 

3 

17 

2155 

4 

17 

655 

2 

17 

1455 

3 

22 

2165 

0 

42 

755 

2 

28 

1555 

3 

27 

Passed  yesterday  over  the  ground  we  sounded  on  for  Jean  Ilamraou's  Rock ;  uo  appearances  of  shoal 
water,  unless  porpoises,  turtle,  and  dolphin  indicate  it ;  2)arted  the  line  three  times  in  souudiug. 

Temperature  at  surface,  73°;  at  200  fathoms,  65°;  at  500  fathom.s,  61°. 

Sept.  30.  Lat.  31°  46'  N.;  long.  22°  03'  30"  ^Y.  Weather  pleasant.  At  1  P.  M.  sent  a  boat  to 
sound.     35  lb.  Stellwagen  lead. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

IXTEKVALS. 

FATHOMS. 

INTERVALS. 

min 

.  sec. 

min. 

sec. 

min.  sec. 

200 

2 

35 

1200 

7 

45 

2300 

10     20 

400 

4 

15 

1500 

12 

25 

2500 

10     30 

600 

5 

13 

1700 

8 

15 

2700 

11     15 

800 

7 

22 

1900 

9 

10 

2880  (bot.) 

12     20 

1000 

7 

15 

2100 

9 

55 

Sun  bright ;  sea  blue  and  clear.  In  experiments  for  transparency,  saw  20  lb.  lead  at  ten  fathoms. 
The  first  attempt  to  sound  was  with  a  50  lb.  iron  shot,  with  Brooke's  sounding  apparatus  attached ;  but 
the  twine  being  too  short,  the  shot  detached  itself,  and  was  lost ;  second  attempt  found  bottom,  but  lost 
lead,  and  about  1,500  fathoms  of  line. 

Temperature  at  surface,  73°.5 ;  at  200  fathoms,  70° ;  at  500  fathoms,  65°.5. 

Oct.  1,  1853.  Lat.  29°  12'  K;  long.  22°  51'  W.  Fine  trades,  and  hazy  weather.  At  1  P.  M.  sent  a 
boat  to  sound.  50  lb.  iron  shot,  with  Brooke's  apparatus ;  but  the  line  being  composed  of  several  remnants, 
and  sufficient  care  not  being  taken  with  the  marks,  could  not  tell  the  depth  exactly. 

Temperature  at  surface,  73°;  at  200  fathoms,  69° ;  at  500  fathoms,  64°. 

Oct.  2.     Lat.  26°  34'  N. ;  long.  23°  41'  W.     Weather  pleasant ;  two  32  lb.  shot. 
34 


266 


THE  WIND  AND  CUKRENT  CUAKTS. 


ATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min.  sec. 

min 

.  sec. 

mill 

.  sec. 

100 

1 

03  • 

900 

2 

47 

1700 

3 

50 

200 

1 

17 

1000 

2 

41 

1800 

3 

45 

800 

1 

30 

1100 

2 

52 

1900 

4 

00 

400 

1 

•1-4 

1200 

3 

06 

2000 

8 

55 

500 

1 

56 

1300 

3 

14 

2100 

4 

5 

600 

2 

05 

1400 

3 

30 

2150 

2 

10 

700 

2 

18 

1500 

3 

30 

^ 

800 

2 

27 

1600 

3 

30 

■■ 

TemiDerature  at  surface,  74° ;  at  200  fatlioms,  69°.7  ;  at  500  fathoms,  62. 

Have  the  trades ;  quite  disaj)pointed  at  not  getting  bottom  yesterday ;  the  large-sized  line  is  nearly  all 
expended.  I  shall  despair  of  getting  other  specimens  of  bottom,  unless  something  can  be  found  at  Port 
Praya,  to  lay  up  three  parts  of  small  twine  into  one.  I  regret  this  the  more  as  I  looked  for  an  occasional 
verification  of  other  soundings  taken  with  two  shot  and  small  line.  Think  the  line  parted  to-day  before 
the  shot  reached  the  bottom. 

Oct.  3.  Lat.  23°  59'  N. ;  long.  24°  20'  W.  Weather  pleasant,  trade-winds.  At  2  hours  50  min.  P.  M. 
sent  a  boat  to  sound.     Two  32  lb.  shot.  • 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTEUVALS. 

FATHOMS. 

INTERVALS. 

min 

sec. 

mill 

sec. 

min 

sec. 

100 

08 

1100 

2 

35 

2100 

3 

50 

200 

15 

1200 

2 

40 

2200 

3 

86 

300 

29 

1300 

2 

45 

2300 

3 

37 

400 

39 

1400 

2 

50 

2400 

3 

45 

500 

42 

1500 

2 

55 

2500 

4 

05 

600 

2 

00 

1600 

8 

19 

2600 

4 

15 

700 

2 

00 

1700 

3 

29 

2700 

3 

45 

800 

2 

08 

1800 

8 

21 

2750 

3 

00 

900 

2 

20 

1900 

3 

11 

2700  (bot.) 

1000 

2 

80 

2000 

3 

26 

Temperature  at  surface,  75°;  at  200  fathoms,  71°;  at  500  fathoms,  65°. 

Oct.  4.     Lat.  21°  06'  N. ;  long.  24°  88'  W.     Weather  rainy,  with  stray  trades ;  two  32  lb.  shot.     Sea 
increasing ;  saw  Black  Fish. 


f. 


PHYSICAL   GEOGRAPHY   OF   THE   SEA.  267 


FATHOMS. 

IXTEBVAI.S. 

FATHOMS. 

intehvals. 

FATIIO.MS. 

INTERVALS. 

min 

.  sec. 

min 

.  sec. 

min.  sec. 

200 

2 

20 

1200 

5 

55 

2200 

8     15 

400 

3 

00 

1400 

6 

25 

2400 

9     00 

600 

3 

50 

1600 

6 

55 

2G00 

0     00 

800 

4 

40 

1800 

7 

45 

2640 

2     00 

1000 

5 

25 

2000 

7 

55 

(2625  bot.) 

Temperature  at  surface,  76°.5;  at  200  fathoms,  71°.7;  at  500  fathoms,  67°.5. 

Oct.  5.    Lat.  18°  14'  N. ;  loug.  24°  51'  W.     Weather  pleasant.     At  1  P.  IL  sent  a  boat  to  .sound.     50 
Ih.  iron  shot,  with  Brooke's  sounding  apparatus  attached. 


FATHOMS. 

I.NTEKVALS. 

FATUOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min. 

sec. 

min 

.  sec. 

miu.  sec. 

200 

2 

10 

1000 

6 

10 

1800 

8     40 

400 

3 

20 

1200 

6 

35 

2000 

8    45 

600 

4 

15 

1400 

7 

25 

2080  (bot.) 

3     40 

800 

5 

05 

1600 

7 

55 

In  hauling  up,  the  line  parted:  our  small  line  seems  to  have  been  injured,  from  dampness,  or  whitewash 
getting  on  it,  and  will  not  bear  hauling  in.  This  finishes  our  line  of  soundings  from  the  English  Channel, 
being  now  GO  miles  north  of  St.  Antonio  ofi"  the  Cape  de  Yerdes.  Temperature  at  surface,  79°  ;  at  200 
fathoms,  73°  ;  at  500  fathoms,  62°. 

Oct.  6.  Filled  away  and  passed  to  the  southward  of  St.  Yinccnt  for  Porto  Praya,  S.  E.  by  S.,  where 
I  shall  fill  up  with  provisions,  &c.  and  then  run  a  line  of  sounding  across  the  Atlantic. 

Oct.  10.  Lat.  16°  57'  58"  K;  long.  27°  02'  36"  W.  We  are  now  27  days  from  Southampton, 
during  which  time  we  have  sounded  away  40,000  fathoms  of  line,  and  sailed  about  4,UU0  miles.  I  visited 
St.  Vincent  and  Porto  Praya,  and  shall  resume  our  soundings  to-day. 

Not  much  current  has  been  experienced  among  these  islands.  Perhaps  the  trade- winds  having  just 
set  in,  it  has  not  started  yet.  Some  writers  give  a  N.  E.  current,  but  I  doubt  if  it  runs  in  that  direction. 
At  noon  to-day  our  reckoning  shows  20'  west  since  yesterday. 

Our  temperature  of  sea-water,  at  500  fathoms  to-day,  does  not  show  the  bed  of  the  Great  Polar  Cur- 
rent, it  being  67° — whereas,  on  the  5th,  in  lat.  18°  14',  long.  24°  51'  W.  it  was  62° — we  may  have  crossed  it. 

Oct.  10.     Lat.  17°  02'  N. ;  long.  27°  08'  W.     Weather  fine ;  two  32  lb.  shot. 


FATUOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

F.\TH0M3. 

INTERVALS. 

min. 

sec. 

min. 

sec. 

min. 

sec. 

110 

1 

15 

1110 

5 

35 

2110 

7 

52 

310 

3 

00 

1310 

6 

13 

2310 

8 

08 

510 

3 

53 

1510 

6 

47 

2510 

8 

50 

710 

4 

29 

1710 

1 

20 

2520  (bot.) 

910 

5 

07 

1910 

7 

41 

Temperature  at  sur  ace,  80°;  at  200  fathoms,  67°;  at  500  fathoms,  67°. 


268 


THE  WIND  AND  CURRENT  CHARTS. 


Oct.  11.    Lat.  18°  44'  N. ;  long.  29°  18'  TV.     At  1,  temperature  at  surfiice,  80°  ;  at  200  fathoms,  78° ; 
at  500  fathoms,  66°.     Two  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATUOMS. 

INTERVALS. 

FATUOMS. 

INTERVALS. 

min 

sec. 

min 

sec. 

min.  sec. 

100 

03 

890 

4 

50 

2090 

8    02 

200 

20 

1090 

5 

14 

2290 

8     13 

300 

35 

1290 

5 

53 

2490 

8     20 

400 

44 

1490 

6 

25 

2590 

4    20 

500 

54 

1690 

6 

51 

(2520  hot.) 

690 

3 

54 

1890 

7 

82 

Found  our  usual  current  in  the  last  twenty-four  hours  of  0.8  of  a  knot  west.  Our  observations  for 
variation  agree  nearly  with  the  chart.  There  has  been  a  gradual  reduction  of  the  difierence  of  between 
sixteen  and  seventeen  degrees  variation,  and  I  hope  to  get  good  azimuths  and  amplitudes  during  the  time. 
In  a  few  days  I  shall  sail  across  the  curves  of  variation  by  Barlow,  and  shall  notice  the  difference  carefully. 

Oct.  12.  Lat.  20°  02'  N. ;  long.  31°  00'  W.  During  forenoon  employed  overhauling  lines.  Find  size  21 
thread  very  rotten  in  spots,  so  that  it  is  nearly  useless.  Line  last  received  from  New  York,  9  thread  very 
good  in  appearance,  shall  try  it  to-day  for  the  first  time.  Current  to-day  set  us  west  of  our  reckoning. 
At  1,  hove  to  and  sent  a  boat  to  sound  with  9  thd.  line — 10,000  fathoms  on  reel — two  shot.  Sounded  for 
temperature  meantime  from  brig.  At  500  fathoms,  63° ;  200  fathoms,  64° ;  surface,  78°.  Every  prospect 
of  having  good  soundings  every  day  now,  but  owing  to  the  w^ant  of  some  large  line  unable  to  bring  up 
bottom.  Hope  to  get  for  next  cruise,  some  made  of  three  parts  of  sounding  twine.  Boat  returned  at 
3  P.  M.  reporting  bottom  at  2,560  fathoms. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS.                               INTERVALS 

Diin 

sec. 

min 

sec. 

min 

sec. 

200 

2 

20 

1100 

3 

30      - 

1900                    4 

51 

300 

1 

43 

•        1200 

3 

30         ■ 

2000                    4 

57 

400 

2 

04 

1300 

3 

30 

2100                    4 

58 

500 

2 

20 

1400 

3 

59 

2200                    5 

07 

600 

2 

30 

1500 

4 

06 

2300                    5 

11 

*700 

2 

53 

1600 

4 

19 

2400                    4 

59 

800 

2 

58 

1700 

4 

23 

2500                    5 

43 

900 

3 

08 

1800 

4 

27 

2600(bot.2560.)6 

14 

1000 

3 

20 

I  do  not  understand  why  the  small  line  really  runs  slower  than  a  larger  size,  both  having  the  same 
sinker. 

Oct.  13.     Lat.  21°  48' N.;  long.  32°  36' W.     Temperature  at  200  fathoms,  64°.     Good  observations— 


*   Fouled  line. 


PHYSICAL   GEOGRAI'nV   OF   TIIK   SEA. 


269 


cliangc  iu  our  current  since  yesterday — having  experienced  a  northwesterly  set  of  O.G  knot  per  hour.     Our 
observed  variation  still  exceeds  tliat  of  Barlow's  Chart,  by  a  degree  and  more. 

At  2  hours  30  min.  hove  to,  and  sent  a  boat  to  sound — small  line,  9  thd.  After  using  two  shot  several 
times,  and  losing  a  great  deal  of  time  by  its  parting,  succeeded  in  getting  bottom  with  one  shot  at  2,720 
fathoms. 


FATHOMS. 

ISTERVALS. 

FAXnOMS. 

INTERVALS. 

FATIIUMS. 

INTERVALS, 

min 

.  sec. 

mill 

.  sec. 

mill 

.  sec. 

100 

1 

10 

1100 

3 

25 

2100 

4 

47 

200 

1 

27 

1200 

3 

38 

2200 

5 

25 

300 

1 

45 

1300 

4 

19 

2300 

5 

2 

400 

2 

7 

1400 

3 

57 

2400 

5 

2 

500 

2 

24 

1500 

4 

1 

2500 

5 

26 

600 

2 

34 

1600 

4 

17 

2600 

5 

29 

700 

2 

51 

1700 

4 

24 

2700 

5 

41 

800 

3 

3 

1800 

4 

SO 

2785 

2 

15 

900 

3 

6 

.    1900 

5 

3 

(2720  bot.) 

1000 

3 

17 

2000 

4 

35 

Oct.  14.     Lat.  20°  29'  K;  long.  34°  IS'  W.     One  50  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min. 

.  sec. 

min 

.  sec. 

min. 

.  sec. 

100 

0 

52 

1100 

2 

48 

■      2100 

3 

56 

200 

1 

1200 

2 

52 

2200 

3 

58 

300 

15 

1300 

3 

7 

2300 

4 

2 

400 

29 

1400 

3 

10 

2400 

4 

16 

500 

43 

1500 

3 

25 

2500 

4 

14 

600 

53 

1600 

3 

28 

2600 

4 

20 

700 

2 

4 

1700 

3 

37 

2700 

4 

19 

800 

2 

18 

1800 

3 

40 

2800 

4 

30 

900 

2 

33 

1900 

8 

50 

2870 

3 

20 

1000 

2 

40 

2000 

3 

50 

(2850  bot.) 

Temperature  at  surface,  78°.5  ;  at  200  fathoms,  73°.5 ;  at  500  fathoms,  67°.5 ;  of  air,  78°. 


270 


THE  WIND  AND  CURRENT  CHARTS. 


Oct.  15.     Lat.  18°  49'  N.;  loner.  36°  16'  W.     50  lb.  shot. 


FATHOMS. 

INTERVALS.  • 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min. 

sec. 

min 

sec. 

rain 

sec. 

100 

0 

42 

1100 

2 

25 

2100 

3 

27 

200 

1200 

2 

30 

2200 

3 

16 

300 

10 

1300 

2 

35 

2300 

3 

22 

400 

28 

1400 

2 

45 

2400 

3 

40 

500 

80 

1500 

2 

43 

2500 

3 

21 

600 

45 

1600 

2 

55 

2600 

4 

12 

700 

55 

1700 

o 

2700 

4 

12 

800 

2 

2 

1800 

3 

2 

2800 

4 

8 

900 

2 

8 

1900 

3 

5 

2820  (bot.) 

1 

32 

1000 

2 

15 

2000 

3 

25 

Temperature  at  surface,  79°;  at  200  fathoms,  75°;  at  500  fathoms,  69°;  air,  79°. 

Oct.  16.  Lat.  17°  9'  N.;  long.  38°  4'  W.  Temperature  at  surface,  80°;  at  200  fathoms,  77°;  at  500 
fathoms,  73°.5.  At  10,  hove  to,  and  sent  a  boat  to  sound;  a  bad  sea  on.  After  making  four  attempts, 
and  losing  four  or  five  thousand  fathoms  of  line,  obliged  to  abandon  it.  i 

Oct.  17.  Lat.  19°  32'  N.;  long.  40°  23'  W.  Temperature  at  surfoce,  79°;  at  200  fathoms,  77°;  at 
500  fathoms,  74°.  At  1  hour  15  min.  boat  returned  and  reported  bottom  at  2,580  fathoms.  Line  parted, 
on  first  attempt,  with  two  shot,  at  1,800  fathoms,  but  succeeded  iu  second  with  one  shot  (line  21  thread). 


Oct.  18.     Lat.  21°  16'  K;  long.  42°  9'  W.     Used  one  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

F.^THOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min. 

sec. 

min 

sec. 

100 

1 

3 

900 

3 

4 

1700 

4 

20 

200 

1 

24 

1000 

3 

13 

ISOO 

4 

23 

300 

1 

44 

1100 

3 

25 

1900 

4 

22 

400 

2 

1200 

3 

37 

2000 

4 

36 

500 

2 

20 

1300 

3 

46 

2100 

4 

47 

600 

2 

32 

1400 

3 

53 

2200 

4 

30 

700 

■    2 

47 

1500 

4 

2 

2300 

5 

3 

800 

2 

55 

1600 

3 

57 

2400 

5 

Bottom,  2,8 

("O  fathoms. 

1 

Temperature  of  air,  78°;  at  surface,  79°;  at  200  fathoms,  74°.5  ;  at  500,  68°. 


I'lIYSICAL    GKOGRAl'lIY    OF    THE    SEA.  271 

Oct.  19.     Lat.  23°  6'  K;  lonp;.  44°  W. 


■ATIIOMS. 

INTEBVALS. 

FATUOMS. 

INTERVALS. 

FATHOMS. 

INTKRVAI.S, 

min. 

sec. 

mill. 

sec. 

min.  sec. 

100 

0 

47 

Too 

2 

27 

1300 

3     30 

200 

1 

18 

800 

2 

40 

1400 

3     3t) 

300 

1 

30 

900 

2 

50 

1500 

4       8 

400 

1 

45 

1000 

3 

2 

1600 

4      8 

500 

2 

5 

1100 

3 

16 

1700 

4      8 

600 

2 

13 

1200 

3 

24 

1800 

57 

Bottom,  1,760  fathoms. 

The  sounding  to-day  seems  to  indicate  our  approach  to  Mr.  Maury's  submarine  mountain,  running 
S.  E.  from  the  Capes  of  Delaware,  including  Bermuda.  Temperature  of  air,  80°;  at  surface,  79°;  at  200 
fathoms,  76° ;  at  500  fathoms,  72°. 

Oct.  20.     Lat.  21°  18'  N. ;  long.  46°  14'  W.     Used  one  32  lb.  shot. 


FATHOMS. 

I.VTERTAIS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

.  sec. 

min 

.  sec. 

min 

.  sec. 

100 

0 

53 

700 

2 

26 

1400 

3 

27 

200 

1 

17 

800 

2 

47 

1500 

3 

41 

300 

1 

40 

900 

2 

51 

1700 

7 

48 

400 

2 

01 

1100 

5 

24 

1800 

4 

10 

500 

2 

10 

1200 

3 

42 

1900 

4 

16 

600 

2 

23 

1300 

3 

20 

(1875  bot.) 

Temperature  air,  80° ;  surface,  80°;  at  200  fathoms,  72° ;  at  500  fathoms,  63°.  This  depth  of  500,  with  a 
temperature  of  63°,  indicates  an  undercurrent,  but  it  is  impossible  to  experiment.  It  is  in  the  range  of  the 
polar  current,  which  is  supposed  to  underrun  the  Gulf  Stream,  near  and  south  of  the  Grand  Banks  of 
Newfoundland. 


Oct.  21.     Lat.  19°  51'  N. ;  long.  48°  2'  W.     Used  one  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

ISTERViVlS. 

FATHOMS. 

INTERVALS. 

min. 

.  sec. 

min 

.  sec. 

min 

.  sec. 

80 

0 

35 

980 

3 

11 

1780 

4 

17 

180 

1 

22 

1080 

3 

19 

1880 

4 

35 

380 

8 

43 

1180 

3 

30 

1980 

4 

41 

480 

2 

00 

1280 

3 

40 

2080 

4 

47 

580 

2 

20 

1380 

3 

49 

2180 

4 

53 

680 

2 

35 

1480 

3 

56 

2275 

5 

37 

780 

2 

47 

1580 

4 

03 

2240  (bot.) 

880 

3 

00 

1680 

4 

10 

Temperature  air,  81°;  surface,  81°;  at  200  fathoms,  77°.8;  at  500  fathoms,  72°.     No  opportunity  for 
trying  the  current.     The  surface  current,  however,  is  N.  W.  by  our  reckoning. 


272 


THJ  WIND  AND  CURRENT  CHARTS. 


Oct.  22.     Lat.  18°  32'  N. ;  long.  49°  48'  W. 


ITHOMS. 

INTEKVALS 

min 

sec. 

100 

1 

200 

1 

25 

300 

1 

45 

400 

2 

500 

2 

13 

600 

2 

21 

700 

2 

32 

800 

2 

45 

900 

2 

55 

FATHOMS. 

INTEKVALS 

min 

sec. 

1000 

3 

3 

1100 

3 

7 

1200 

3 

27 

1300 

o 

o 

37 

1400 

3 

37 

1500 

3 

57 

1600 

4 

2 

1700 

4 

14 

1800 

4 

22 

FATHOMS. 

INTERVALS. 

mill 

sec. 

1900 

4 

13 

2000 

4 

37 

2100 

4 

44 

2200 

4 

47 

2300 

4 

52 

2400 

5 

15 

2410 

1 

(2370  bot.) 

Temperature  of  air,  82°.5;  surface  water,  81°;  at  200  fathoms,  79°; 
some  accident  happened  to  the  lower  cylinder  yesterday,  for  the  water 
was  72° ;  differing  8°  from  that  of  to-day. 

Oct.  23.     Lat.  21°  26'  K ;  loup;.  51°  31'  W.    Used  one  32  lb.  shot. 


at  500  fathoms,  64°.     I  apprehend 
brought  up  in  it  from  500  fathoms 


ATUO.MS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

niiu 

sec. 

min 

.  sec. 

min 

sec. 

100 

1 

11 

1000 

3 

24 

1900 

4 

49 

200 

1 

30 

1100 

3 

41 

2000 

5 

2 

300 

1 

51 

1200 

3 

46 

2100 

5 

6 

400 

2 

9 

1300 

4 

6 

2200 

5 

12 

500 

2 

25 

1400 

4 

6 

2300 

5 

26 

600 

2 

41 

1500 

4 

16 

2320 

1 

25 

700 

2 

50 

1600 

4 

28 

(2300  bot.) 

800 

3 

6 

1700 

4 

33 

900 

3 

15 

1800 

4 

42 

Temperature  of  air,  81° ;  surface  water,  81° ;  at  200  fathoms,  75°  ;  at  500  fathoms,  65°. 
Oct.  24.     Lat.  22°  27'  N.;  long.  53°  15'  W.     Used  one  32  lb.  shot. 


FATHOMS. 

INTERVALS 

min 

sec. 

80 

50 

180 

1 

23 

280 

1 

45 

380 

2 

480 

2 

10 

580 

2 

22 

680 

2 

38 

780 

2 

50 

880 

2 

58 

FATHOMS. 

INTEl 

IVALS 

min 

sec. 

980 

2 

58 

1080 

8 

3 

1180 

3 

80 

1280 

3 

35 

1380 

3 

38 

1480 

3 

52 

1580 

4 

1680 

4 

5 

1780 

4 

6 

FATHOMS. 

INTERVALS 

min 

sec. 

1880 

4 

13 

1980 

4 

17 

2080 

4 

13 

2180 

4 

87 

2280 

4 

89 

2380 

4 

48 

2410 

2 

20 

(2390  bot.) 

PHYSICAL   GEOGRAPHY   OF  THE   SEA.  273 

Temperature  of  air,  81°;  surface  Avatcr,  81°;  at  200  fathoms,  78°;  at  500  fatlionis,  71°.  At  21i.  45m. 
boat  returned,  after  au  absence  of  five  hours,  having  been  obliged  to  expend  near!}-  7,000  fathoms  of  Hue 
before  getting  bottom.     Found  bottom  at  hist  trial  2,300  fathoms. 

Oct.  25.     Lat.  21°  45'  N.;  long.  55°  40'  W.     Used  small  lino  and  one  32  lb.  shot. 


FATUOMS. 

INTERVALS, 

min. 

.  sec. 

80 

52 

180 

1 

19 

280 

1 

37 

880 

1 

53 

480 

2 

4 

580 

2 

15 

680 

2 

26 

780 

2 

37 

880 

2 

48 

980 

2 

55 

1080 

o 
o 

2 

•ATIIOMS. 

INTERVALS. 

mill 

.  sec. 

1180 

3 

9 

1280 

3 

19 

1380 

3 

27 

1480 

3 

30 

1580 

3 

43 

1(580 

3 

47 

1780 

3 

58 

1880 

4 

9 

1980 

4 

IC) 

2080 

4 

10 

2180 

4 

9 

FATHOMS. 

INTEKVALS, 

mill 

.  sec. 

2280 

4 

2(5 

2380 

4 

17 

2480 

4 

40 

2580 

4 

42 

2080 

4 

47 

2780 

5 

11 

2880 

5 

35 

2930 

3 

(2920  bot.) 

Temperature  of  air,  83°;  surflxce  water,  81°;  at  200  fathoms,  79°  ;  at  500  fothoms,  71°. 
Since  yesterday,  our  current  has  been  due  west. 

At  500  fathoms,  the  temperature,  by  one  of  Tagliabue's  self-registering  thermometers  attached  to  the 
lower  cylinder,  was  53°;  difiering  18°  from  the  cylinder. 

Oct.  26.     Lat.  20°  51'  N. ;  long.  58°  26'  W.     Used  small  line,  and  one  32  lb.  shot. 


ITUOMS. 

INTERVALS, 

min 

.  sec. 

80 

47 

180 

1 

17 

280 

1 

31 

380 

1 

45 

480 

1 

56 

580 

2 

07 

680 

2 

19 

780 

2 

41 

880 

2 

48 

980 

2 

57 

FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS. 

min 

.  sec. 

miu 

.  see. 

1080 

3 

05 

2080 

4 

29 

1180 

3 

21 

2180 

4 

33 

1280 

3 

33 

2280 

4 

36 

1380 

3 

36 

2380 

4 

42 

1480 

o 

50 

2480 

4 

57 

1580 

3 

57 

2580 

5 

10 

1(580 

4 

04 

2680 

5 

28 

1780 

4 

07 

2780 

5 

55 

1880 

4 

09 

2830 

1980 

4 

25 

2800  (bot.) 

Sounded  for  temperature  from  the  brig;  attaching  a  self-registering  thermometer  to  each  cylinder,  so 
as  to  test  the  accuracy  of  the  latter  (cylinder),  there  being  so  great  a  difi'ercnce  yestcrdaj-.     Temperature  at 
surface,  by  thermometer,  81°  ;  at  200  fothoms,  63°  ;  at  500  fathoms,  52°.     By  cylinder  at  surface,  82° ;  at  200 
35 


274: 


THE  WIND  AND  CURRENT  CHARTS. 


fiithoms,  80° ;  at  oOO  Ilxtboms,  73°.     This  great  discrepancy  sbows  our  cyliuders  to  have  been  inaccurate. 
This  renders  all  our  previous  deep-sea  temperatures  of  little  value. 

Oct.  27.     Lat.  20°  2'  N.;  loug.  01°  2'  W.     Used  for  deep-sea  cast  small  line,  and  one  32  lb.  shot. 


FATHOMS. 

INTERVALS. 

FATHOMS. 

INTERVALS 

min 

.  sec. 

min 

sec. 

100 

55 

1100 

3 

14 

200 

1 

21 

1200 

3 

15 

300 

1 

41 

1300 

3 

27 

400 

1 

56 

1400 

3 

19 

500 

2 

17 

1500 

3 

29 

600 

2 

32 

1600 

O 

36 

700 

2 

35 

1700 

4 

04 

800 

2 

4C) 

1800 

O 

51 

900 

2 

5(3 

1900 

4 

05 

1000 

3 

04 

2000 

4 

04 

FAT1I0.MS. 

INTERVALS. 

min 

.  sec. 

2100 

4 

13 

2200 

4 

21 

2300 

4 

21 

2400 

4 

25 

2500 

4 

37 

2600 

4 

26 

2700 

4 

38 

2800 

4 

47 

2820 

1 

26 

2810  (hot.) 

Sounded  for  temperatures  with  self-registering  thermometers  ;  but  no  results  were  obtained.  The 
thermometer  at  500  fathoms  indicated  no  dijjerence  from  its  register.  The  one  at  200  fathoms  was  67°  ;  at 
the  surface,  82°. 


Nov.  3,  1853.     Lut.  21°  10'  N. ;  long.  m°  27'  W.     Used  small  liue  and  one  32  lb.  shot. 

FATHOMS. 

70 
170 

270 
870 
470 
570 

,      670 
770 
870 
970 
1070 
Temperature  at  surface  83° ;  at  200  fathoms,  81°;  at  500  fathoms,  SO'' 
n^ust  be  too  high  ;  I  suspect  some  defect  of  the  cylinder. 


NTK 

IIVALS 

miu 

.  sec. 

40 

1 

16 

1 

34 

1 

47 

1 

59 

2 

10 

2 

16 

2 

34 

2 

37 

2 

49 

2 

55 

FATHOMS. 

INTERVALS 

mill. 

sec. 

1170 

3 

05 

1270 

3 

13 

1370 

3 

05 

1470 

3 

35 

1570 

3 

27 

1670 

3 

40 

1770 

3 

31 

1870 

3 

37 

1970 

3 

48 

2070 

o 

O 

48 

2170 

4 

18 

ATHOMS. 

INTERVALS. 

min 

.  sec. 

2270 

4 

11 

2370 

4 

18 

2470 

4 

20 

2570 

4 

32 

2670 

4 

41 

2770 

4 

34 

2870 

4 

30 

2970 

5 

25 

2980 

1 

05 

(2960  bot.) 

This  last  temperature  I  am  sure 


PHYSICAL    GEOGIIAI'IIY    OF   THE    SEA.  275 

Nov.  -1.     Lat.  23°  42'  N.;  long.  67°  37'  W.     Used  15  tlid.  lino  (3d  size),  and  two  32  lb.  shot. 

r.\THO.MS.  INTERVALS.  KATI]<JMS.  INTKRVAI.S. 

iiiiu.  .sec.  iiiiri.  sec. 


FATIllBlS. 

l.NTEKVALS 

mia 

.  sec. 

100 

1 

6 

200 

1 

10 

300 

1 

37 

400 

1 

50 

500 

2 

04 

COO 

2 

12 

700 

2 

25 

800 

2 

40 

900 

2 

48 

1000 

2 

54 

1100 

3 

OG 

1200 

o 

21 

1300 

3 

20 

14U0 

3 

35 

1500 

3 

36 

IGOO 

3 

1700 

3 

56 

1800 

3 

54 

1900 

4 

07 

2000 

4 

17 

2100 

4 

15 

2200 

4 

41 

2300 

4 

27 

2400 

4 

37 

2500 

4 

56 

2600 

4 

40 

2700 

5 

10 

2800 

4 

51 

2900 

5 

15 

2985 

5 

04 

(2940  bot.) 

Sounded  for  temperatures  from  the  brig.  Placed  a  self-registering  tliermomotcr  on  each  cylinder.  On 
hauling  up,  found  a  great  difference  between  the  temperature  in  the  cylinders  and  that  indicated  by  the  ther- 
mometers. Surface  water,  82°;  at  200  fathoms,  cylinder,  75°;  thermometer,  67°;  at  500  fathoms,  cylinder, 
65°;  thermometer,  50°.     This  is  very  perplexing.  0.  II.  Berryman", 

Cvinmandinij  U.  S.  Bn'i/ UoJjiJun. 

Deep-Sea  Soundings  taken  on  hoard  U.  S.  Sh!p  Congress. 
"May  25.     Lat.  35°  02'  S.;  long.  50°  24'  W.     One  32  lb.  shot. 

FATnOMS.         INTERVALS.  FATUOUS.         ISTKRVALS.  FATHOMS.         INTERVALS. 

min.  sec.  niin.  sec.  min.  sec. 

100  1     12  300  1     46  500  1     25 

200  1     26  400  1     38  600  1     40 

After  running  out  600  fathoms,  the  drift  became  so  great  it  was  deemed  unadvisable  to  expend  more 
time.     Bottom  was  not  reached. 

May  28.     Lat.  31°  04' S.;  long.  44°  19' W.     Two  32  lb.  shot. 


FATHOMS. 

INTERVALS 

min 

sec. 

100 

0 

50 

200 

1 

15 

300 

_  1 

25 

400 

1 

30 

500 

1 

55 

600 

2 

05 

700 

2 

30 

800 

1 

40 

FATIIO.MS. 

INTERVALS. 

F.WIIOMS. 

INTERVALS. 

min 

sec. 

min 

sec. 

900 

1 

50 

1700 

2 

10 

1000 

2 

10 

1800 

2 

2 

1100 

2 

15 

1900 

2 

16 

1200 

2 

15 

2000 

2 

17 

130O 

2 

15 

2100 

3 

15 

1400 

2 

25 

2200 

5 

50 

1500 

2 

20 

1600 

2 

20  " 

At  2,200  fathoms  mark,  the  difference  of  elajised  time,  as  well  as  the  sudden  increase  of  the  angle 


276  THE,  WIND  AND  CURRENT  CHARTS. 

formed  by  tlie  line,  indicated  that  the  shot  had  reached  bottom.     Tlie  drift  was  considerable,  allowing  for 
which,  by  as  near  a  calculation  as  could  be  made,  the  depth  at  this  place  may  be  set  down  at  1,.500  fathoms. 
June  21,  1853.     Lat.  9°  02'  S. ;  long.  33°  01'  W. 


THOMS. 

INTERVALS. 

FATHOMS. 

INTEKVALS. 

FATHOMS. 

INTERVALS 

min 

sec. 

min 

sec. 

min 

.  sec. 

100 

1 

20 

800 

2 

15 

1500 

8 

00 

200 

1 

25 

900 

2 

05 

1600 

2 

45 

300 

1 

25 

1000 

2 

10 

1700 

2 

45 

400 

1 

•10 

1100 

2 

30 

1800 

2 

30 

500 

1 

30 

1200 

2 

30 

1900 

2 

45 

(JOO 

1 

50 

1300 

2 

20 

2000 

2 

35 

700 

2 

20 

1-100 

2 

40 

2100 

3 

55 

The  elapsed  time,  during  the  running  out  of  the  last  or  2,100tli  fathom  length,  being  irregular,  and 
occupying  nearly  four  minutes,  and  also  because  the  line,  which  had  heretofore  retained  a  plumb  direction, 
now  tended  oft'  at  a  considerable  angle,  it  was  believed  the  shot  had  reached  bottom.  Allowing  30°  for  the 
ultimate  trend  of  the  line,  will  give  1,820  fathoms ;  which  may  be  considered  as  the  approximate  depth  here." 

To  my  old  shipmate  and  early  friend,  Capt.  Thos.  A.  Doruin,  commanding  U.  S.  ship  Portsmouth, 
belongs  the  honor  of  contributing  the  first  deep-sea  sounding  from  the  Pacific  Ocean. 

August  4,  1853.  Lat.  39°  55'  N. ;  long.  140°  13'  W.  There  being  a  perfect  calm,  an  attempt  was 
made  to  sound  from  that  ship. 

After  the  first  300  fathoms  had  run  out,  a  breeze  sprung  up,  the  ship  began  to  drift,  and  when  2,500 
fathoms  had  been  paid  out,  the  line  parted  without  any  satisfactory  result. 

The  next  day.  Passed  Midshipman  Wm.  M.  Gamble,  the  Acting  Master,  was  sent  out  in  a  boat  with  two 
32  lb.  shot,  and  4,400  fathoms  of  twine  on  the  reel.     The  line  was  waxed,  but  parted  with  1,450  fathoms  out. 

With  the  remaining  line  and  shot,  a  second  and  less  unsuccessful  attempt  was  made  in  lat.  39°  50'  N.; 
long.  139°  26'  W. 

Lat.  39°  40'  N.;  D.  E.  39°  50'  K;  long,  by  Chrou.  none;  D.  E.  139°  26'  W. 

FATHOMS.  INTERVALS.  FATHOMS.  INTERVALS.  F.\TII05IS.  INTEKVALS. 

min.  sec.  min.  sec.  min.  sec. 


100 

0 

38 

1000 

2 

30 

1900 

3  10 

200 

0 

44 

1100 

2 

36 

2000 

3  22 

300 

2 

28 

1200 

2 

42 

2100 

3  22 

400 

1 

30 

1300 

2 

47 

2200 

3  26 

500 

1 

42 

1400 

2 

50 

2300 

3  22 

600 

4 

00* 

1500 

2 

55 

2400 

3  30 

700 

3 

48* 

1600 

2 

57 

2500 

3  59 

800 

4 

32*  .- 

1700 

3 

04 

2600 

7  21* 

900 

2 

23 

1800 

07 

2650 

4  40 

Temperature  air,  70°;  water,  68°.     Barometer  30.25 


PHYSICAL   GEOGRAPHY   OF   THE   SEA. 


277 


There  is  an  irregularity  as  to  tLc  rate  of  descent  from  oOO  to  800  rallioms,  marki'd  *,  wliieli  is  not 
explained,  and  wliieli  I  cannot  account  for,  unless  the  line  was  checked,  or  yot  foul  in  the  bnat.  With  this 
exception,  the  rate  of  descent  conforms  to  the  IJ2  lb.  shot  rate  of  the  Dolphin,  suflleiently  near  to  suggest 
the  probability  that  the  ocean  at  that    place  is  not  more  than  2,o00  fathoms  (l."i,000  feel)  deep. 


Summary  Statement  of  all  Deep-Sea  Soundings,  as  far  as  the  Same  have  been  received  at  this 

Office,  December,  1833. 

U.  S.  Ship  AJhaiuj. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITlrilE. 

LONGITUDE. 

FATHOMS. 

Dec. 

6, 

1850 

38° 

88' N. 

66° 

31'  W. 

1625* 

April  10, 

1851 

23° 

47' N. 

83° 

22'  W. 

593 

u 

9, 

u 

33 

34 

61 

38 

1950* 

11 

19, 

a 

23 

21 

82 

44 

995 

l( 

11, 

11 

30 

05 

58 

52 

1000* 

U 

21, 

u 

25 

19 

83 

41 

52 

u 

11, 

11 

29 

58 

58 

48 

15U0* 

u 

9-> 

u 

26 

43 

84 

41 

137 

II 

16, 

11 

21 

34 

63 

24 

1600 

11 

23, 

u 

29 

12 

86 

01 

152 

11 

29, 

11 

17 

54 

67 

28 

1200 

June 

l;>, 

u 

27 

00 

.85 

43 

1310 

Jan. 

4, 

1851 

18 

20 

69 

49 

370 

u 

14, 

a 

27 

5.5 

85 

44 

376 

11 

5, 

U 

17 

16 

71 

26 

1275 

11 

14, 

a 

28 

27 

85 

54 

220 

11 

13, 

U 

19 

12 

76 

05 

1200 

Dec. 

a 

26 

25 

83 

23 

1502t 

11 

IG, 

u 

22 

29 

84 

85 

420 

ii 

l'\ 

a 

27 

04 

79 

44 

380 

11 

16, 

u 

22 

32 

84 

82 

720 

ii. 

11, 

u 

27 

16 

79 

49 

274 

11 

28, 

u 

24 

05 

82 

05 

470 

a 

11, 

u 

27 

16 

7'.) 

49 

284 

It 

29, 

li 

24 

37 

79 

48 

500 

u 

11, 

a 

27 

55 

79 

45 

440 

Feb. 

G, 

it 

19 

57 

72 

11 

640 

a 

11, 

a 

27 

51 

79 

09 

647 

11 

18, 

u 

15 

40 

77 

07 

1300 

a 

11, 

u 

27 

34 

77 

54 

631 

11 

19, 

u 

11 

07 

79 

13 

600 

u 

1^, 

u 

27 

19 

77 

18 

690 

11 

28, 

u 

17 

54 

80 

25 

895 

(C 

1-', 

u 

27 

10 

7() 

59 

1180 

March  3, 

u 

19 

20 

81 

50 

660 

u 

la, 

a 

27 

10 

75 

0(i 

1806 

11 

4, 

u 

21 

25 

84 

45 

990 

u 

14, 

li 

26 

31 

74 

10 

1590 

11 

5, 

iL 

22 

05 

86 

22 

445 

LI 

14, 

a 

26 

28 

73 

50 

1778 

11 

16, 

iL 

19 

30 

94 

80 

530 

U 

15, 

u 

25 

30 

72 

07 

4100 

11 

16, 

U 

19 

37 

94 

49 

967 

U 

16, 

a 

24 

48 

70 

22 

1893 

Apr 

1    3, 

(( 

25 

56 

95 

51 

490 

a 

1", 

a 

24 

41 

(iO 

39 

8600t 

11 

4, 

u 

26 

58 

92 

5S 

725 

a 

19, 

u 

22 

40 

69 

00 

2762 

11 

5, 

a 

26 

36 

88 

56 

962 

Jan. 

9, 

1852 

9 

44 

81 

01 

1650 

(1 

6, 

a 

26 

43 

85 

27 

795 

Feb. 

I-"*, 

11 

11 

23 

79 

36 

2290 

(1 

7, 

u 

25 

23 

85 

19 

693 

u 

16, 

u 

12 

25 

78 

22 

2320 

11 

8, 

u 

24 

39 

85 

12 

916 

*  No  bottom. 


f  D.iubtfiil. 


278 


THE   WIND   AND   CURRENT   CUARTS. 


Deejj-Sea  Soundings  on  Board  the  U.  >S'.  Brfg  DoJjjhin.     Lieutentant  S.  P.  Lee  Commanding. 


DATE. 

LATITUDE. 

LONBITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUUE. 

FATHOMS. 

Nov. 

2i, 

1851 

25° 

30' K 

37=^ 

44' W. 

1720 

Jan.  20, 1852 

0° 

28' K 

21= 

45' W. 

2000* 

u 

30, 

U 

23 

42 

32 

S9 

2180 

"   22,  " 

2 

27  S. 

28 

88 

3020 

II 

30, 

U 

23 

41 

82 

39 

2200 

"   24,  " 

5 

42 

25 

40 

2970 

Dec. 

1, 

U 

23 

15 

32 

24 

2200 

"   25,  " 

6 

59 

25 

43 

3250 

a 

7, 

U 

18 

39 

25 

24 

1970 

"   27,  " 

4 

11 

24 

GO 

3200 

a 

7, 

a 

18 

19 

25 

05 

1675 

"   29,  " 

3 

83 

22 

38 

8575 

u 

1<>, 

a 

18 

11 

28 

48 

1612 

"   81,  " 

2 

26 

20 

47 

3450 

a 

11, 

a 

17 

34 

22 

50 

1370 

Feb.   3,  " 

0 

18   N. 

18 

40 

2000* 

a 

l-">, 

a 

16 

29 

20 

58 

1941 

"    5,  " 

0 

45 

18 

28 

2680 

a 

11, 

u 

16 

34 

20 

47 

1875 

"   13,  " 

0 

31  S. 

17 

45 

2840 

a 

I-', 

u 

16 

59 

21 

38 

1580 

"   29,  " 

5 

82 

82 

43 

2490 

u 

10, 

u 

15 

24 

21 

46 

1220 

Mar.  13,  " 

8 

51 

33 

02 

2150 

u 

1'!, 

li 

15 

09 

22 

28 

1380 

"   28,  " 

4 

20 

34 

45 

2440* 

u 

1", 

a 

15 

08 

22 

57 

1120 

"   81,  " 

4 

24 

85 

23 

2700 

u 

17, 

u 

15 

02 

23 

12 

790 

April  9,  " 

0 

57  N. 

41 

06 

2980 

Jan. 

7, 

1852 

11 

07 

21 

56 

1160 

"   12,  " 

1 

(»6 

43 

43 

2000* 

u 

7, 

U 

11 

07 

21 

56 

1120 

May  26,  " 

7 

57 

47 

51 

1970 

il. 

8, 

il 

8 

43 

20 

52 

2270 

"   81,  " 

18 

28 

52 

26 

1960* 

a 

9, 

(C 

7 

17 

20 

07 

2050 

"   81,  " 

12 

47 

52 

57 

2780 

a 

», 

u 

7 

17 

20 

07 

1940 

June  2,  " 

12 

20 

54 

48 

2570 

a 

13, 

u 

•1 

14 

19 

20 

2670 

"    4,  " 

15 

25 

55 

01 

3020 

Li 

W, 

a 

3 

42 

19 

06 

2760 

"    8,  " 

19 

02 

59 

88 

3300 

ti 

15, 

a 

o 
O 

51 

19 

06 

2760 

"   12,  " 

26 

82 

60 

06- 

8825 

a 

17, 

a 

3 

01 

18 

36 

2725 

"   14,  " 

24 

11 

61 

43 

8450 

a 

1'^ 

u 

2 

36 

19 

22 

2840 

,  "   20,  " 

24 

36 

65 

12 

3560 

u 

19, 

u 

2 

10 

19 

57 

2750 

"   28,  " 

36 

04 

73 

59 

1460 

a 

19, 

u 

2 

10 

19 

57 

2690 

*  No  bottom. 


niYSIGAL   GEOGKArilY    UF   TllK   SKA. 


279 


Deep-Sea  Soundings  on  Board  the  IT.  S.  Brhj  Dolphin.     Lieutenant  0.  Tl.  llEURYjrAX  Comniandii 


DATE. 

LATITUDE. 

LONGITUDE. 

FATUOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Oct. 

4, 

1852 

39° 

39' N. 

70= 

30' W. 

1000* 

July 

14, 

1853 

50° 

54'  N. 

17° 

02'  W. 

2675 

a 

% 

(^ 

40 

50 

64 

44 

2200 

a 

16, 

46 

48 

21 

42 

24  (i5 

a 

7, 

a 

41 

12 

62 

38 

2200 

a 

17, 

44 

42 

24 

35 

15(l(J 

a 

^•, 

u 

41 

40 

59 

23 

2600 

a 

1^ 

44 

43 

24 

35 

1370 

(( 

10, 

u 

41 

40 

5(5 

01 

2  5!)  5 

u 

19, 

43 

47 

25 

24 

1850 

<( 

11, 

a 

40 

36 

54 

18 

3450 

a 

20, 

45 

07 

26 

08 

1500 

(1 

20, 

u 

41 

07 

49 

23 

4580 

a 

21, 

46 

2(! 

26 

55 

14U0 

11 

24, 

u 

43 

40 

42 

55 

2700 

a 

99 

' — , 

45 

13 

27 

38 

1320 

(I 

25, 

a 

44 

41 

40 

16 

I.SOO 

Ci 

24, 

42 

44 

28 

20 

1210 

11 

26, 

K 

1500 

a 

25, 

40 

49 

29 

00 

1(180 

Dec. 

26, 

(1 

33 

08 

16 

10 

2950* 

a 

26, 

40 

48 

30 

02 

830 

Jan. 

B, 

1853 

34 

18 

16 

45 

2298 

Aug. 

10, 

38 

54 

33 

30 

1500 

(1 

«, 

11 

36 

59 

19 

58 

2500 

a 

12, 

40 

35 

31 

56 

1230 

K 

9, 

u 

36 

49 

19 

54 

2750 

u 

13, 

42 

40 

31 

11 

1680 

II 

29, 

11 

30 

49 

27 

25 

1100* 

(1 

14, 

44 

52 

30 

38 

15(i() 

II 

29, 

11 

30 

49 

27 

25 

2200* 

a 

1"', 

46 

15 

30 

04 

1760 

Feb. 

8, 

11 

27 

05 

28 

21 

1700 

a 

16, 

47 

58 

29 

35 

r.Kjo 

II 

■1, 

11 

27 

21 

30 

48 

2580 

u 

21, 

49 

59 

17 

35 

27(10 

II 

5, 

11 

31 

17 

33 

08 

2400 

(C 

22 

49 

57 

13 

16 

1580 

II 

6, 

11 

28 

55 

35 

49 

ISSO* 

Sept. 

i«! 

47 

38 

9 

08 

IHOO 

11 

8, 

11 

29 

14 

41 

21 

2270 

u 

21, 

46 

32 

12 

49 

2190 

II 

9, 

11 

31 

16 

43 

28 

2080 

u 

23, 

44 

05 

13 

29 

2560 

11 

10, 

11 

32 

01 

44 

21 

2250 

a 

24, 

42 

07 

15 

29 

2500 

II 

11, 

11 

32 

29 

47 

02 

1950* 

a 

25, 

40 

20 

17 

48 

2()50 

II 

12, 

11 

32 

55 

47 

58 

6600* 

a 

26, 

39 

14 

19 

01 

2820 

11 

13, 

u 

33 

03 

48 

36 

3550 

a 

29, 

34 

23 

20 

57 

2150 

11 

15, 

11 

32 

47 

50 

00 

3250* 

u 

30, 

31 

46 

22 

03 

2850 

a 

20, 

11 

29 

26 

56 

42 

1480 

Oct. 

1, 

29 

12 

9  2 

5() 

2800 

11 

99 

u 

28 

20 

59 

44 

2900 

U 

8, 

23 

58 

24 

20 

2700 

11 

23; 

u 

28 

04 

61 

44 

3080 

a 

4, 

21 

06 

24 

38 

2()25 

11 

24, 

11 

28 

23 

64 

17 

2518 

u 

r-. 

18 

14 

24 

51 

2080 

II 

26, 

11 

26 

49 

m 

54 

2720 

a 

10, 

17 

02 

28 

08 

2460 

u 

28, 

11 

28 

14 

69 

24 

2950 

a 

11, 

18 

44 

29 

18 

2520 

June 

2 

11 

37 

24 

68 

52 

2920 

u 

12, 

20 

02 

31 

06 

2560 

11 

B, 

11 

38 

03 

67 

14 

4()2(y:* 

iC 

l-'^ 

21 

48 

32 

3(5 

7020 

11 

11 

40 

34 

58 

30 

2750 

a 

14, 

20 

29 

34 

18 

2850 

11 

1", 

u 

41 

07 

54 

37 

2710 

a 

15, 

18 

49 

.'!6 

16 

2820 

II 

14, 

11 

41 

43 

51 

31 

3130 

a 

17, 

19 

23 

40 

23 

2580 

11 

17, 

11 

42 

22 

50 

00 

1650 

(C 

1«, 

21 

16 

42 

09 

2370 

II 

21, 

11 

41 

09 

43 

40 

1975 

u 

19, 

23 

06 

44 

00 

1760 

II 

24, 

11 

39 

36 

41 

06 

2675 

a 

20, 

21 

18 

46 

14 

1875 

II 

29, 

II 

42 

10 

42 

04 

1850 

u 

21, 

19 

51 

48 

02 

2240 

Ju]y 

9 

11 

46 

53 

37 

46 

2000 

a 

99 

' — , 

18 

32 

49 

48 

2370 

U 

B, 

11 

48 

16 

35 

22 

2100 

a 

23, 

21 

26 

51 

31 

2300 

a 

4, 

11 

49 

53 

31 

34 

1900 

u 

24, 

22 

27 

53 

15 

2390 

u 

5, 

11 

51 

40 

28 

33 

1750 

u 

25, 

21 

45 

55 

46 

2900 

(( 

6, 

11 

53 

28 

25 

01 

1900 

u 

26, 

20 

51 

58 

26 

2800 

a 

11 

54 

17 

22 

33 

2000 

a 

27, 

20 

02 

61 

02 

2810 

u 

9, 

11 

57 

18 

16 

07 

620 

Nov. 

3, 

21 

19 

()6 

27 

2960 

(i 

12, 

11 

54 

26 

12 

10 

1625 

a 

4, 

23 

42 

67 

37 

2940 

*  No  bottom. 


280 


THE  WIND  AND  CURRENT  CUARTS. 


Dcep-Sea  Soundings  on  Board  the  U.  S.  Ship  Jamesloum. 


DATE. 

UTITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATUOMS. 

Jan. 

a 
11 
(1 
a 

3,  1851 

4,  " 

5,  " 

6,  " 

7,  " 

36°  43' N. 

36  33 

37  06 

38  13 
38     50 

74°  10'  W. 
73    00 
68    02 
62    32 
45    33 

1500* 

1900* 

2000 

3700 

2000 

June  13,  1851 
"      18,     " 
"      23,     " 
"     24,     " 

38°  50' K 
37     50 
36     00 
35     06 

43°  49'  W. 
32    07 
27    20 
26    52 

IfiOOf 
2000 

4000* 
2000* 

U.  S.  Sliip  Plymouth. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHO.MS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Sei.t.     2,  1851 

87°  28' N. 

56°  22' W. 

5000 

Sept.   9,  1851 

34°  11' N. 

48°  21' A¥. 

2800 

U.  S.  Ship  Portsmouth. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

j                   DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Dec.    31,  1851 
Aug.     4,  1853 

21°  19' N. 
39     55 

88°  10' W. 
140    13 

4700t 
2500"- 

Aug.   5,  1853 

39°  40' N. 

139°  26' W. 

2850 

Taney. 


U.  S.  Shij)  Saratoga. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Noy.   15,  1849 

31°  59' K 

56°  43'  W. 

5700* 

Nov.  28,  1850 

28°  21' S. 

29°  31' W. 

3100 

JJ.  S.  Shij)  Congress. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

F.4.TH0MS. 

June   12,  1851 

Aug.     7,     " 

April    1,     " 

3,     " 

9,     " 

28°  46' S. 
23     59 
35     20 
35     23 
34     87 

43°  46'  W. 

43  44 
51    30 
47    27 

44  11 

2880 
90 
1000 
2550 
2098* 

April  15,  1851 
May   12,     " 

lo, 

Sept.  10,     " 

34°  50' S. 
28     00 
27     32 
30     28 

51°  40' W. 
45    58 
47    08 
45    41 

950 

800 

320 

1780 

U.  S.  Si/ij}  John  Adams. 


DATE. 

LATITUDE. 

LONGITUDE. 

F.^THOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

May      3,  1851 
9,     " 

33°  50' N. 
32     06 

52°  34'  W. 
44    47 

2600 
5500t 

1 

May    10,1851 
"      21,     " 

31°     01'  N. 

35     07 

44°  31'  W. 
25    43 

2300 
1040 

*  No  bottom. 


■j-  Uucertiiiii. 


I 


I'HVSICAI.   (JKOUKAl'lIV    OF   THE    SEA. 


281 


U.  S.  Ship  Suaquchaiuia. 


U.  /S.  Ship  tSl.  Louis. 


DATE. 

LATITCDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUUE. 

FATHOMS. 

Juuc  18,  1851  !  33°  35'  N. 

38°  32'  W. 

1800 

1  Oct.      4:,  1852 

i 

36°  16' K 

46°  52'  W. 

5070* 

U.  S.  Steamer  Saranac. 


July   24,  1853 


LATITUDE. 


12°  09' N, 


LONGITUDE. 


55°  17' W. 


24:35 


LATITUDE.  LONGITUDE. 


FATHOMS. 


With  the  view  of  showing  the  hxw  of  descent,  both  from  boats  and  ships,  for  the  variou.s  weights  used 
■with  the  small  twine,  the  following  tables  have  been  prepared  by  Lieutenants  S.  P.  Lee  and  11.  H.  Wyman. 
This  law,  owing  to  various  circumstances  connected  with  the  commencement  of  almost  every  sounding, 
does  not  begin  fairly  to  develop  itself  until  400  or  500  fathoms  have  run  out.  Notwithstanding  this, 
certain  anomalies  remain  for  which  it  is  diflicult  to  account.  They  warn  us,  however,  of  the  importance 
of  close  attention  to  the  timing  of  every  100  fathoms,  as  the  mai-ks  go  out,  and  to  keeping  the  line  up  and 

[  down  from  the  boat  by  aid  of  the  oars. 

Berryman's  line  was  of  a  more  uniform  .size  than  Leo's,  which,  therefore,  gives  the  more  weight  to  his 

j  values  of  the  rate  of  descent.  Though  these  tables  exhibit  anomalies  which  we  cannot  satisfactorily  account 
for,  yet  they  are  exceedingly  valuable  by  reason  of  the  check  and  the  guide  they  afford  for  our  future 
deep-sea  soundings.  They  admonish  operators  as  to  the  importance  of  always  .sounding  ii'om  a  Ijoat,  of 
using  the  same  Aveights,  the  same  twine,  and  of  timing  accurately. 


*  No  bottom. 


36 


282 


THE  WIND  AND  CURRENT  CHARTS. 


Time  of  Descmt  for  ei 

erii 

100  Falh 

oms. 

Small  Line 

10,  1853     .     .     . 

100 

200 

300 

I 
400    500   600 

700 

800 

900 

1000 

1100 

1200 

1300 

1400  1500 

1600 

1700 

1800 

1900 

December 

1.02 

1.16 

" 

10,     " 

1.02 

1.16  1.06 

>< 

10,     " 

0.57 

1.131. 22 

1.35 

>. 

11.     " 

1.02 

1.1211.29 

1.52,1.42 

2.01 

<i 

12.     " 

0.5:'. 

l.U  1.21 

I.35I1.39 

1.40 

>t 

12.     " 

0.53 

1.12  1.32 

1.37  ;2.07 

2.23 

2.20  12.28 

2.49 

2.41 

2.13 

11 

1,     " 

0.54 

1.00  0.59 

0.59,1.16 

1.48 

1.43 

1.50 

1.56 

1.29 

1.45 

2.07 

1.35 

1.33 

1.49 

<. 

i;',.    " 

0.59 

1.14  1.27 

1.35 

1.35 

1.35 

1.48 

2.05 

2.28 

1.50 

2.21 

3.10 

2.17 

3.34 

2.44 

2.24 

3.33 

3.03 

2.52 

(( 

10,  1S51     . 

0.57 

1.17 

1.22  1.35 

1.42 

1.49 

2.03 

2.14 

2.06 

2.06 

2.34 

2.31 

2.03 

2.25 

2.45 

2.35 

2.41 

3.08 

2.45 

Februai'v 

1,5,  LS52,  a. 

1.04  1.21 

1.46 

1.51 

1.33 

1.59 

2.11 

1.39 

2.03 

2.17 

1.52 

2.21 

2  04 

2.02 

2.40 

2.09 

2.23 

10,     "      /-. 

1.00 

1.13 

1.22  1.18 

1.26 

1.30 

1.46 

2.02 

2.09 

1.41 

1.40 

1.50 

2  25 

2.43 

1.59 

2.10 

2.51 

2.12 

2.57 

December 

19,  1851,  -■. 

0.54 

1.13 

1.2  J 

1.4211.52 

1.58 

2.12 

2.23 

2.15 

2.18 

2  28 

2.35 

2.44 

2.41 

2.38 

2.46 

3.20 

2.58 

2.36 

15,     "      (/. 

0.55 

1.05 

1.09 

1.13 

1.45 

1.52 

1.49 

1.50 

2.07 

2.12 

1.50 

2.20 

2.17 

2.14  2.41 

2.17 

2.20 

2.51 

2.16 

Average  interval 

0.52 

1.12|1.18 

1.29 

1.35 

1.51 

1.54 

2.07 

2.15 

1.59 

2.07 

2.24 

2.10 

2.32 

2.23 

2.22 

2.54 

3.03 

2.38 

12 

12 

11 

11 

10 

10 

8 

8 

8 

8 

8 

7 

7 

7 

7 

0 

0 

6 

6 

Time  of  Descent  for  every  100  Fathoms.     Small 


F.\THOMS. 

300 

1 

400 

500 

600 

700 

800 

900 

1000 

1 100 

1200 

1300 

1400 

INTERVALS. 

m.   s. 

m.  s. 

m.   s. 

m.  s. 

m.   s. 

111.   p. 

m.  s. 

m.  s. 

111.    s. 

m.  .s. 

m.  s. 

m.  s. 

Janu.Try        3,  1852 

1.52 

2.17 

2.25 

2.20 

2(1,     " 

1.40 

1.54 

2.11 

2.25 

2.47 

3,     " 

1.46 

2.00 

3.34 

3.42 

2.52 

3.07 

2.12 

October      25,  1851 

1.43 

2.06 

2.21 

2.40 

2.59 

3.00 

3.17 

3.42 

Noyember  28,     " 

1.42 

1.58 

2.26 

2.40 

3.17 

3.26 

February  14,1852 

1.50 

2.03 

2.26 

1.22 

2.49 

3.00 

3.15 

3.15 

June             9,     " 

1.56 

2.14 

2.32 

2.48 

3.00 

3.17 

3.25 

3.28 

December  17, 1851 

1.55 

2.05 

2.22 

2.33 

2.52 

2.17 

3.09 

3.39 

3.28 

June             9,  1852 

1.52 

2.10 

2.30 

2.40 

2.56 

3.08 

3.09 

3.37 

3.41 

4.54 

December  10, 1851 

1.53 

2.15 

2.26 

2.39 

2.40 

3.00 

3.10 

3.15 

3.19 

8.31 

3.39 

February    18,1852 

1.50 

2.20 

2.44 

2.58 

3.08 

3.20 

3.37 

3.41 

3.46 

3.55 

"           15,     " 

1.46 

2.01 

2.14 

2.33 

2.43 

2.52 

3.03 

3.15 

3.23 

3.29 

3.39 

3.47 

December  l-±,  1851 

1.49 

2.06 

2.20 

3.20 

2.00 

2.18 

4.02 

3.20 

3.30 

3.35 

4.03 

4.22 

January      10, 1852 

1.45 

2.00 

2.14 

2.28 

2.40 

2.59 

3.04 

3.16 

3.16 

8.32 

3.39 

3.50 

December    7,  1851 

2.14 

2.29 

2.42 

2.53 

3.00 

3.15 

3.20 

3.30 

3.55 

4.09 

3.51 

3.58 

January     10,  1852 

1.50 

2.06 

2.21 

2.35 

2.45 

2.58 

3.09 

3.25 

3.25 

3.32 

3.38 

3.48 

May            31,     " 

1.54 

2.11 

2.16 

2.34 

2.49 

2.52 

3.14 

3.22 

3.28 

3.50 

3.56 

4.02 

November  30, 1851 

2.05 

2.41 

2.17 

3.12 

3.10 

3.20 

3.40 

3.45 

3.55 

4.10 

4.10 

4.40 

January        8, 1852 

1.47 

2.08 

2.19 

2.29 

2.50 

2.50 

2.52 

3.28 

3.23 

3.44 

3.3V 

3.58 

"           20      " 

1.43 

1.50 

1.57 

2.32 

2.25 

2.43 

2.45 

2.42 

2.56 

2.56 

2.52 

3.08 

April          12,     " 

2.13 

2.32 

2.48 

2.52 

3.15 

3.20 

3.46 

3.56 

3.59 

4.11 

4.13 

4.24 

January      23,     " 

2.01 

2.14 

2.29 

2.52 

2.54 

3.03 

3.12 

8.22 

3.22 

8.30 

8.44 

3.53 

21,     " 

1.54 

2.12 

2.26 

2.30 

2.50 

3.06 

3.20 

3.31 

3.36 

8.51 

4.00 

4.06 

"             9      " 

1.48 

2.05 

2.22 

2.17 

2.52 

2.57 

3.17 

3.07 

3.31 

3.83 

3.42 

3.45 

June           21,     " 

1.44 

2.01 

2.15 

2.39 

2.46 

3.00 

3.08 

3.27 

3.40 

3.50 

3.40 

8.55 

January      13,      " 

1.40 

1.47 

2.11 

2.32 

2.39 

2.54 

8.08 

3.09 

3.27 

3.35 

8.39 

8.53 

14,      " 

1.40 

1.56 

2.12 

2.25 

2.37 

2.34 

2.55 

3.05 

3.22 

3.36 

3.35 

3.48 

17,     " 

1.56 

2.11 

2.27 

2.42 

2.59 

3.09 

3.19 

3.29 

3.39 

3.45 

3.59 

8.57 

"            22      " 

1.57 

2.25 

2.35 

2.40 

2.59 

3.00 

3.20 

3.19 

3.21 

3.34 

3.38 

3.47 

Average  interval 

1.51 

2.09 

2.25 

2.39 

2.49 

2.58 

3.13 

8.24 

3.81 

3.45 

3.45 

8.57 

No.  of  casts    .     . 

29 

29 

29 

29 

27 

26 

27 

26 

22 

21 

19 

18 

DEEl'-SK.-V    SOl'NniN'OS. 


283 


icaxed;  one  32  lb.  shot.     From  U.  S.  Shij}  Albany. 


a. 
b. 

c. 
d. 

2000 

2100 

2200  2300 

1 
2400!2500  2C00 

270o'2800  2900 

3000  3100 

1         1 
3200|3300[3400  3500  3600 

3700  3800;3900  4000 

4100 

42004300 

3.27 
2.52 
1.06 
3.20 
2.40 

1.59 
3.45 
3.29 
3.55 

2.33 
3.23 
3.11 
2.31 

2.55 
4.49 
3.25 
3.02 

1.58 
2.41 
:i.l6 
2.59 

3.19 
2.20 

3.19 

2.56 

2.23 
Il5 

4.15  3.01 
2.3913.36 

2.35 

3.00 

3.09 

2.52^3.13 

2.47 

3.14 

2.42 

3.16 

2.56 

3.22 

2.48 

2.51 

4.10 

2.41 

3.17 

2.39 

3.35 

2.43  2.52  13.07 

2.49 

3.27  13.18 

2.35  3.00 

3.09  '2.52  I3.I3  2.47  3.14 

I         1         1 

2.42  3.16  '2.56 

3.22^2.48 

2.51  J4.10 

' 

4 

4 

4 

4    12       2 

2 

2    '  2 

1    1    1 

1 

1 

1 

1    1    1        1 

1  ;  1  1  1 

^  !  ^ 

1 

1 

lAne;  one  32  Ih.  shot.     Boat  Dolphin — (Lee). 


FATHOMS. 


1500  1600  1700  1800  1900  2000  2100  2200  2300  2400  2500  2600  2700  2800  2900  3000 


INTERVALS. 


m.  s. 

4.35 
3.51 
4.20 
4.01 
4.27 
4.01 
4.16 
4.25 
4.15 
3.07 
4.38 
3.50 
4.09 
4.00 

m.  s. 

4.21 
4.18 
4.05 
4.08 
4.30 
4.41 
4.11 
3.28 
4.41 
3.56 
4.21 
4.16 

m.   s. 

4.21 
4.08 
4.35 
4.28 
4.23 
4.43 
4.34 
3.26 
4.38 
4.11 
4.35 
4.09 

ni.   s. 

4.28 
4.17 
4.28 
4.14 
4.28 
4.50 
4.32 
3.21 
5.32 
4.16 
4.25 
4.23 

m.  s. 

4.46 
3.44 
5.07 
4.53 
4.32 
3.32 
4.48 
4.26 
4.50 
4.34 

111.  p. 

4.57 
4.28 
3.34 
5.16 
4.49 
4.59 
4.44 

ni.  s. 

4.48 
5.09 
4.34 

m.   s. 

4.49 

m.  s. 

m.   s. 

111.    .s. 

m.   s. 

m.   s. 

ni.   .s. 

m.   s. 

I 
m.  s. 

4.13 

4.18 

4.39 

4.35 

4.49 

4.54 

5.19 

5.01 

5.11 

4.04 

4.04 

4.14 

4.19 

4.29 

4.45 

4.44 

4.49 

4.50 

5.07 

5.08 

3.55 

4.04 

4.08 

4.30 

4.23 

4.29 

4.49 

4.53 

5.05 

5.04 

5.17 

5.15 

6.31 

4.02 

4.18 

4.21 

4.39 

4.45 

4.47 

4.49 

5.03 

5.06 

5.06 

5.17 

5.25 

5.42 

3.58 

4.03 

4.01 

4.08 

4.02 

4.11 

4.08 

4.15 

4.16 

5.36 

4.21 

4.08 

4.09     4.30 

4.44    4.40 

4.07 
19 

4.13 

4.20 

4.26 

4.31 
15 

4.39 
12 

4.47 

4.48 

4.54 

5.13 

5.01 

4.56 

5.27     4.30 

4.44 

4.40 

17 

17 

17 

8          6 

5 

4 

4         3 

3          1 

1. 

1 

284 


THE   WIND   AND   CURRENT   CHARTS. 


Time  of  Descent  for  every  100  Futlioms.     Sitiall  Line 


FATHOMS.                                                                                 1 

300 

400 

500 

600 

700 

800 

900 

1000  1100  1200  1800  1400  1500  1600  1700  1800  1 

INTERVALS.                                                                             il 

11.  s. 

13.   S. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m,  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

Tl 
m.  s. 

June 

28, 

1852     .     . 

1.52 

2.07 

2.15 

2.28 

2.83 

2.40 

2.48 

2.51 

3.02 

3.06 

May- 

2«, 

U 

1.36 

1.45 

1.55 

2.07 

2.14 

2.24 

2.38 

2.49 

2.53 

8.11 

8.06 

3.19 

8.14 

3.15 

8.20 

3.85 

It 

24, 

(. 

1.37 

1.43 

2.11 

2.24 

2.28 

2.30 

2.58 

2.57 

3.05 

8.08 

3.20 

8.22 

8.38 

3.88 

3.51 

8.50 

Feb. 

^, 

IL. 

1.46 

1.59 

2.15 

2.19 

2.26 

2.40 

2.52 

2.58 

3.02 

3.10 

3.12 

8.14 

3.28 

3.18 

3.25 

3.18- 

(t 

4, 

U 

1.39 

1.55 

2.07 

2.18 

2.85 

2.39 

2.47 

8.19 

3.02 

2.48 

2.54 

8.01 

3.06 

3.16 

3.32 

3.56 

U 

1(3, 

U 

1.33  1.54 

2.05 

1.29 

2.25 

2.33 

2.42 

2.55 

3.00 

3.04 

8.18  !8.19  18.19 

3.81 

3.80 

8.32 

March  13, 

a 

1.43 

1.53 

2.06 

2.17 

2.29 

2.28 

2^47 

2.50 

3.07 

8.07 

8.11  J3.24  I8.82 

8.80 

3.80 

3.42 

a 

28, 

u 

1.38 

1.49 

2.00 

2.08 

2.14 

2.25 

2.32 

2.37 

2.45 

2.58 

3.12 

3.11 

3.16 

3.14 

Feb. 

29, 

u 

1.39 

1.57 

2.10 

2.19 

2.25 

2.43 

2.49 

2.53 

3.07 

3.18 

3.27  '3.40 

8.46 

3.47 

4.00 

4.07. 

June 

2 

a 

1.44 

1.52 

2.05 

2.18 

2.30 

2.35 

2.49 

2.49 

2.52 

2.57 

3.09  3.20 

3.15 

3.27 

8.36 

3.46 

Feb. 

f)' 

(( 

1.16 

1.25 

1.33 

1.34 

1.42 

1.44 

1.50 

1.59 

2^07 

2.07 

2.18  2.20 

2.21 

2.28 

2.37 

2.42 

Jan. 

15, 

a 

1.27  1.41 

1.44 

1.14 

1.48 

1.53 

1.58 

2.03 

2.07 

2.08 

2.15  2.20 

2.23 

2.30 

2.27 

2.32 

u 

1«, 

u 

1.41  !l.51 

2.03 

2.11 

2.23 

2.34 

2.41 

2.41 

2.52 

2.59 

8.10  3.15 

8.28 

3.23 

8.28 

3.33 

Marcb 

31, 

a 

2.07  i2.23 

2.29 

2.46 

2.56 

3.06 

3.13 

3.14 

3.20 

3.33 

3.86 

3.53 

4.05 

3.44 

May 

31, 

u 

1.85  1.55 

2.10 

2.20 

2.30 

2.55 

3.00 

3.05 

3.15 

8.15 

8.25  3.85 

3.40 

3.50 

4.45 

4.00 

Feb. 

13, 

u 

1.47  2.05 

2.15 

2.29 

2.29 

2.88 

2.58 

2.55 

3.10 

3.10 

3.16  '8.30 

8.80 

3.32 

3.30 

3.46 

Jan. 

24, 

u 

1.35 

1.49 

1.59 

2.14 

2.16 

2.27 

2.30 

2.41 

2.47 

2.55 

3.05  8.12 

8.15 

3.18 

3.22 

8.28 

April 

9, 

iL 

1.42 

1.56 

2.11 

2.16 

2.38 

2.43 

2.42 

2.15 

2.57 

3.05 

8.05  8.07 

8.47 

8.52 

3.49 

3.55 

June 

4, 

ii 

1.42 

2.07 

2.03 

2.19 

2.37 

2.39 

2'.52 

3.09 

8.20 

3.24 

3.33  3.48 

3.44 

3.49 

4.06 

4.19 

Jan. 

25, 

IL 

1.37 

1.48 

1.52 

1.58 

2.20 

2.14 

2.21 

1.58 

2.89 

2.43 

2.52  2.50 

3.08 

8.11 

3.17 

8.17 

a 

27, 

li 

1.40 

2.00 

2.05 

2.13 

2.22 

2.80 

2.88 

2.47 

2.55 

2.58 

3.12  8.12 

8.16 

8.25 

8.31 

3.48 

June 

<^, 

u 

1.41 

1.55 

2.04 

2.15  12.25 

2.88 

2.38 

2.47 

2.52 

8.00 

3.05  3.20 

3.19 

3.26 

3.33 

3.38 

a 

8, 

a 

1.48 

2.00 

2.12 

2.20  '2.28 

2.42 

2.52 

2.55 

3.08 

3.15 

8.20  3.20 

3.85 

3.36 

3.49 

3.50 

Jan. 

31, 

a 

1.45 

2.09 

2.31 

2.43  ^3.00 

8.12 

3.17 

3.30 

3.33 

3.46  8.55 

3.44 

4.16 

4.15 

June 

li, 

u 

1.19 

1.28 

1.40 

1.48  1.53 

2.02 

2.20 

2.28 

2.32 

2.50 

2.50  2.58  13.01 

3.02 

3.08 

8.26 

Jan. 

29, 

a 

1.50 

1.59 

2.12 

2.14  12.45 

8.22 

2.53 

2.48 

2.57 

8.02 

3.14  8.17  i8.18 

3.14 

3.25 

3.28 

June 

12, 

a 

1.41 

1.49 

1.51 

1.58 

2.02 

2.10 

2.14 

2.26 

2.32 

2.32  2.34  2.42 

2.86 

2.43 

2.41 

Average  intci'val 

1.39 

1.53 

2.03 

2.10 

2.28 

2.82 

2.40 

2.43 

2.54 

2.59 

8.06  3.12  :8.17 

3.21 

3.31 

8.34 

No.  of  casts  .     . 

26 

27 

28 

28 

28 

28 

28 

27 

28 

28 

27  j  26 

26 

26 

27 

27 

DEEP-SEA  SOUNDINGS. 


285 


•raxed;  one  32  Ih.  shot.     Boat  Dolphin — (Lee). 


FATHOMS. 


1900 


200021002200 


23002400 


2500 


2600 


2700  2800  2900  30001310013200 


3300 


3400 


3500 


36003700 


3800 


INTERVALS. 


in.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

3.45 

3.46 

2.49 

4.02 

4.11 

3.42 

3.57 

1 

4.02 

3.50 

3.51 

3.24 

3.25 

3.43 

3.38 

4.13 

4.15 

4.23 

4.33 

4.46 

4.40 

3.54 

3.58 

3.39 

3.50  4.02 

4.07 

4.10 

2.45 

2.52 

2.50 

2.50  3.06  i3.07 

3.17 

2.50 

2.39 

2.45 

2.42 

2.54  2.54  |2.51 

3.01 

2.57 

3.12 

3.36 

3.50 

3.50 

4.07  4.06  4.12 

4.06 

4.14 

4.32 

3.51 

3.32 

4.03 

3.55  3.38 

2.56 

3.53 

4.12 

4.39 

3.00 

3.59 

4.01 

4.00  4.15 

4.10 

4.20 

4.15 

4.20 

4.25 

3.39 

4.11  14.01  4.03  ;3.35 

3.59 

4.02 

4.15 

5.47 

3.29 

3.35 

3.43  3.44  3.50  ^3.56 

4.04 

3.59 

4.13 

4.22 

4.21 

4.02 

3.58 

3.05  4.05  3.40  5.27 

4.50 

4.15 

4.20 

4.30 

4.06 

4.15 

4.15  4.25  4.15  ,4.59 

4.41 

4.48 

4.52 

5.00 

4.53 

5.28 

3.30 

3.31 

3.37  ,3.37  3.48  3.44 

3.57 

3.58 

4.00 

4.02 

4.00 

4.13 

4.11 

4.10 

3.48 

3.54 

4.11  I3.5O  4.01  4.07 

4.07 

4.24 

4.26 

4.21 

4.47  4.35 

5.34 

5.52 

3.45 

3.49 

3.52  J4.00  4.07  4.11 

4.15 

4.25 

4.26 

4.29 

4.29  4.34 

5.12 

5.12 

3.54 

3.56 

4.00  14.06  4.23  ,4.16 

4.25 

4.27  14.40  ;4.36 

4.32  4.35 

4.52 

5.03 

6.15 

4.24 

4.27 

4.24  14.17 

4.47 

4.49 

5.10 

4.57 

5.00  5.18 

5.27 

6.48 

7.25 

8.07 

3.30 

3.35 

3.38 

3.39 

3.46  I3.52 

4.02 

4.08 

4.12 

4.16 

4.24  4.31 

4.31 

4.36 

4.37 

4.39 

3.29 

3.33 

3.38  13.34 

3.40 

3.33 

3.34 

3.31 

3.43 

4.07 

5.25  4.08 

4.20 

4.59 

4.39 

5.09 

4.22 

2.44 

2.44 

2.46 

2.51 

2.53 

2.59 

3.07 

3.07 

3.08 

3.08 

3.09  '3.10 

3.10 

3.10 

3.12 

3.13 

3^20 

3.23 

3.28 

3.34 

3.39 

3.40 

3.41 

3.46  3.51 

3.54 

4.00 

4.00 

4.13 

4.23 

4.26  4.25 

4.35 

4.52 

5.01 

5.02 

4.01 

3.23 

3.28 

3.34 

26 

25 

21 

19 

20 

21 

19 

18 

16 

13 

12 

10 

9 

9 

6 

5 

3 

1 

1 

1 

286 


THE   WINn   AND   CURRENT   CHARTS. 


Time  of  Descent  for  every  lOQ  FatJu 


Two  32  Ih. 


FATHOMS. 

300 

400 

500 

600 

700 

800 

900 

1000 

1100 

1200 

INTERVALS. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

111.    s. 

111.    s. 

ni.  s. 

m.  s. 

m.  s. 

November  23, 

1851       .     .     . 

1.30 

1.38 

1.50 

2.10 

30, 

U 

1.20 

1.34 

1.46 

2.00 

December   14, 

U 

1.35 

1.47 

1.56 

2.00 

January        3, 

1852 

1.23 

1.31 

1.45 

1.49 

6, 

U 

1.18 

1.30 

1.40 

1.45 

U, 

U 

1.09 

1.18 

1.33 

1.38 

November  30, 

u 

1.21 

1.34 

1.40 

1.56 

2.02 

December  16, 

u 

1.49 

1.17 

1.58 

2.03 

2.07 

17, 

u 

1.30 

1.37 

1.50 

1.59 

2.10 

January      2(.), 

a 

1.11 

1.24 

1.18 

1.37 

2.07 

November  28, 

u 

1.47 

2.00 

2.01 

2.17 

2.15 

January        9, 

u 

1.16 

1.27 

1.34 

1.43 

1.54 

2.01 

7, 

u 

1.18 

1.32 

1.40 

1.47 

1.52 

1.58 

2.08 

2.15 

2.26 

7, 

u 

1.15 

1.25 

1.30 

1.42 

1.53 

1.58 

2.10 

2.14 

2.24 

November  30, 

u 

1.13 

1.34 

1.38 

1.37 

1.52 

1.50 

2.00 

2.03 

2.04 

2.12 

December    16, 

it 

1.24 

1.41 

2.48 

1.57 

2.42 

1.16 

2.22 

2.33 

2.39 

2.39 

January      13, 

(1 

1.10 

1.20 

1.32 

1.43 

1.48 

2.02 

210 

2.17 

2.20 

2.33 

December    15, 

u 

1.30 

1.40 

2.14 

1.46 

2.16 

2.19 

2.18 

2.27 

2.42 

2.40 

7, 

a 

1.31 

1.41 

1.55 

1.47 

2.01 

2.50 

2.21 

2.26 

2.37 

3.37 

10, 

(i 

1.32 

1.45 

1.53 

2.01 

2.11 

2.17 

2.20 

2.33 

2.40 

2.38 

November  24, 

u 

1.28 

1.42 

2.15 

2.30 

2.13 

2.27 

2.27 

2.43 

2.40 

2.25 

December   13, 

a 

1.35 

1.42 

1.53 

2.00 

2.02 

2.17 

2.12 

2.38 

2.35 

2.42 

January        9, 

(1 

1.19 

1.33 

1.41 

1.48 

1.55 

2.10 

2.13 

2.21 

2.31 

2.38 

December      1, 

u 

1.30 

1.44 

1.58 

2.04 

2.13 

2.23 

2.30 

2.46 

2.49 

2.47 

January       12, 

a 

1.02 

1.07 

1.13 

1.19 

1.25 

1.28 

1.36 

1.35 

1.41 

1.44 

November  30, 

a 

1.28 

1.42 

1.53 

1.57 

2.09 

2.19 

2.29 

2.30 

2.39 

2.50 

January      11, 

u 

1.14 

1.30 

1.40 

1.46 

1.59 

2.03 

2.14 

2.20 

2.29 

2.36 

19, 

u 

1.16 

1.24 

1.34 

1.42 

1.52 

2.02 

2.13 

2.19 

2.23 

2.28 

Average  interval  . 

1.22 

1.33 

1.47 

1.52 

2.03 

2.06 

2.14 

2.22 

2.29 

2.36 

No.  of  casts       .     . 

27 

28 

28 

28 

22 

18 

16 

16 

16 

14 

DEEP-SEA   SOUNDINGS. 


287 


shot;  Small  Line.      U.  S.  Brig  Doljjhin^hKE). 


FATHOMS. 


1300 


1400 


1500 


1600 


1700 


1800 


1900 


2000 


2100 


2200 


2300 


2400 


2500 


2600 


INTERVALS. 


m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  E. 

m.  s. 

m.  s. 

in.  s. 

m.  s. 

m,  s» 

m.  s. 

m.  s. 

m.  s. 

2.41 

3.44 

2.46 

2.51 

8.00 
3.16 

8.21 

2.52 

2.37 

2.48 

3.05 

2.41 

3.11 

3.08 

3.40 

3.25 

2.49 

2.55 

8.00 

3.06 

3.09 

8.17 

3.28 

2.47 

2.58 

2.57 

3.00 

3.13 

3.10 

8.17 

3.06 

3.07 

3.24 

3.22 

3.25 

3.45 

3.89 

3.50 

3.55 

1.47 

1.48 

1.52 

1.57 

1.56 

2.04 

2.07 

2.10 

2.15 

2.57 

3.10 

3.12 

3.21 

3.27 

3.29 

8.46 

3.39 

3.47 

3.52 

2.39 

2.51 

2.56 

3.00 

3.13 

3.12 

3.24 

8.29 

3.29 

3.36 

3.40 

3.40 

3.57 

2.32 

2.38 

2.47 

2.48 

2.58 

3.01 

8.08 

3.12 

3.18 

3.17 

3.23 

8.24 

3.34 

3.43 

2.41 

2.54 

2.56 

3.04 

3.06 

8.08 

3.15 

3.16 

3.21 

3.25 

3.31 

8.32 

8.45 

3.48 

11 

11 

11 

10 

8 

7 

1 

5 

5 

8 

2 

2 

2 

1 

TllJli     Wii\JJ    AiNJJ    UUKKJiiNi     LillAKiS. 


TahU  showing  the  Intervals  of  Descent  for  eienj  100  Fathoms. 


FATHOMS. 

100 

200 

300 

400 

500 

000 

700 

800 

900  1000  1100  1200  1.300  1400  1.500  1600  1700  1800  1900  2000 

2100 

INTERVALS. 

DATE. 

m.  s 

n,,». 

Dl.S. 

Ul.  s. 

ra.  s. 

m.  s. 

m.  s.    Dl.S. 

m.  s. 

m.  s 

m.  s. 

m.  s. 

m.s. 

m.  s. 

m.s. 

m.s. 

m.s. 

m.  s. 

in.  s. 

m.s. 

m.s. 

October       7,  1S52     .     . 

1.05 

1.22 

1.3S 

1.45 

1.55 

2.09 

3.46  2.08 

2.28 

2.38 

February    2,  1«53     .     . 
October     25,  1852     .     . 

1.00 

1.00 

1.30 

1.30 

1.55 

1.50 

2.00  4.35' 

2.40 

2.40 

2.50 

3.00 

3.00 

3.00 

3.20 

3.00 

1 .00 

1.20 

1.40 

2.15 

2.30 

1.15' 

2.10i2.30 

1.30' 

2.30 

3.. 30 

3.00 

3.30 

3.15 

2.25' 

3.00' 

3.40 

3.40 

February    9,  1853     .     . 

January      3,     "        .     . 

20,     "        .     . 

0.59 

1.09 

1.20 

1.35 

1.51 

1..57 

2.05  2.20 

2.27 

2.45 

2.41 

2.47 

3.08 

3.11 

3.17 

3.34 

3.. 32 

3.36 

3.53 

.3.49 

4.00 

0.5() 

1.12 

1.25 

1.36 

1.44 

1.52 

2.03 

2.10 

2.17 

2.32 

2.39 

2.46 

3.00 

3.00 

3.06 

3.09 

3.17 

3.28 

3.35 

3.40 

3.45 

1.00 

1.10 

1.29 

1.43 

1.51 

2.01 

2.09 

2  22 

2.38 

2.36 

3.08 

3.01 

3.04 

3.21 

3.09 

3.22 

3.41 

.3.44 

3.. 50 

4.10 

4.00 

30,     "      a.     . 

1.00 

1.15 

1.31 

1.42 

1.57 

2.00 

2.17 

2.23 

2.37 

2.43 

2.47 

3.00 

3.04 

3.18 

3.22 

3.25 

3.31 

3.. 54 

3.38 

.3.45 

3..55 

February    5,     '*      tj. 
October     10,  1852,  c.      . 

0.45 

1.00 

1.45 

1.40 

1..50 

2.00 

2.10 

2.40 

2.30 

2.45 

2..50 

3.01 

3.15 

3.05 

3.20 

3.45' 

3.  .35 

3.40 

3.. 50 

4.20 

4.10 

1.15 

1.28 

).40 

1.57 

2.00 

2.18 

2    '*'* 

2.30 

2.50 

2.50 

3.45 

2.. 50 

3.15 

8.30 

3.30 

3.25 

3.25 

3..30 

3.60 

4.05 

4.05 

January      9,  1853,  d.     . 
February    4,     "      e. 
January      9,      '*      /. 
October    24,  1852,.-/.     . 

0.59 

1.18 

1.28 

1.40 

1.55 

1.59 

2.11 

2.20 

2.28 

2.  .32 

2.49 

2.. 55 

2.  .53 

3.23 

2.. 58 

3.19 

3.18 

.3.34 

3.26 

3.30 

4.02 

0.40 

1.00 

1.20 

1.30 

1.50 

2.05 

2.05 

2.30 

2.15 

2.35 

2.30 

2.50 

2.55 

3.00 

3.05 

3.20 

3.30 

3.30 

3.30 

3.40 

3.40 

0.45 

1.15 

1.25 

1.35 

2.00 

1..50 

2.10 

2.10 

2.20 

2..30 

3.00 

2.45 

2.  .55 

3.00 

3.00 

3.30 

3.00 

3.20 

3.10 

3.25 

3.65 

1.01 

1.34 

1.33 

1.47 

2.00 

2.05 

2.16 

2.20 

2.37 

2.51 

2.  .53 

3.09 

3.11 

3.19 

3.25 

3.33 

3.43 

3.45 

3..56 

4.02 

4.07 

9,     "      /(.     . 

4.03' 

1.40 

2.00 

2.08 

2.32 

2.38 

2.47 

2.55 

3.11 

3.23 

3.31 

3.34 

3.41 

3.45 

3.48 

3.47 

3.45 

3.51 

3.53 

4.08 

4.05 

11,     "      /.      . 

1.05 

1.29 

1.40 

1.53 

2.08 

2.19 

2.29 

2.37 

2.42 

2.48 

2.55 

3.09 

3.16 

3.25 

3.23 

3.29 

3.28 

3.32 

3.39 

.3.41 

3.49 

20,     "      k.     . 

1.00 

1.00 

2.00 

1.40 

1..50 

2.30 

2.10 

2.30 

2.20 

2.30 

2.30 

3.15 

2.18 

2.27 

2.45 

2.55 

2.20 

3.10 

3.40 

3.40 

4.10' 

February  13,  1853,  /.      . 

1.10 

1.32 

1.31 

1.50 

2.00 

2  22 

2.07 

2.38 

2.39 

2.3G 

3.00 

3.00 

3.00 

3.20 

3.30 

3.30 

3.40 

3.50 

3.50 

3..50 

"          23,      "       m.    . 

1.35 

1.45 

1.54 

1.58 

2.10 

2.23 

2.27 

2.30 

2.35 

2.. 50 

2.. 55 

3.00 

3.15 

3.09 

3.16 

3.25 

3.28 

3.37 

3.40 

21i,      '•       11.     . 

0.55 

1.20 

1.40 

2.50 

2.00 

1,48' 

2.24 

2.36 

2.37 

2.42 

2.55 
2.55 

3.03 

2.59 

18 

3.04 
3.05 

3.21 

3.11 

18 

3.13 
3.15 

17 

3.44' 

3.31 

3.25 

17 

3.42 

3.35 

17 

3.48 

3.41 

16 

4.12 

3.58 

Average  interval     . 

0.55 

1.16 

1.35 

1.47 

1..58 
19 

2.06 

2.19 

2.25 

2.33 

18 

2.40 

19 

3.22 
15 

3.51 

4.03 

No.  of  casts  .     .     . 

16 

18 

19 

19 

17 

19 

18 

18 

18 

16 

15 

'  The  times  marine 

1  Wltl 

1  a  sn 

lall  ti 

gure 

(')  »> 

e  omi 

tteil  i 

n  the 

meat 

IS,  as 

eviilfutly 

incorrect. 

Time  of  Descent  for  every 

100  Fathoms. 

7^6-0  32  Ih.Shot; 

FATHOMS. 

100 

200 

300 

400 

500 

600 

700 

800 

900  lOOojllOO  1200  1300  1400 

INTERVALS. 

ra.  s. 

m.  s. 

m.  s.    m.  8. 

in.  s. 

m.  s.    m.  s. 

ra.  s. 

m.  s. 

m.  s. 

m.  s. 

ra.  s. 

m.  s. 

m.  s. 

August 

1'2, 

1853      .... 

1.00 

1.20 

1.33  13.40 

2.02 

212  2.22 

2.25 

2.38 

2.58 

2.50 

July 

24, 

a 

1.06 

1.26 

1.40 

1.50 

2.00 

2.10  2.25 

2.30 

2.40 

2.50 

3.00 

310 

(( 

21, 

a 

1.00 

1.20 

1.35  '1.45 

2.00 

210  2.20 

2.30 

2.50 

2.45 

2.55 

3.05 

3.15 

3.25 

11 

20, 

C£ 

1.00 

1.20 

1.35  4.45 

1.55 

2.05 

216 

2.26 

2.36 

2.46 

2.54 

2.47 

3.05 

3.15 

October 

11, 

CC 

1.03 

1.20 

1.35  1.44 

1.54 

August 

10. 

a 

1.00 

1.21 

1.39  11.48 

1.55 

2.07 

2.19 

2.21 

2.38 

2.37 

2.48 

2.57 

3.10 

8.25  ? 

(( 

14, 

u 

1.00 

1.12 

1.25  4.37 

1.50  !2.06 

2.08 

2.20 

2.34 

2.48 

2.48 

2.58 

3.00 

3.20 

June 

17, 

a 

0.56 

1.15 

1.27  1.33 

1.5411.57 

2.08 

2.16 

2.31 

2.33 

2.35 

2.45 

2.52 

3.00 

a 

21, 

u 

1.19 

1.28 

1.41  11.51 

2.01 12.14 

2.28 

2.34 

2.44 

2.51 

3.07 

3.09 

316 

3.53 

August 

15, 

a 

1.00 

1.20 

1.35  1.35 

1.50 

2.00  210 

2.20  2.30 

2.30 

2.30 

2.45 

2.55 

3.00 

July 

4, 

u 

0-55 

1.15 

1.30  !l.40 

1.50 

2.00  2.12 

2.24 

2.24 

2.35 

2.45 

2.45 

2.55 

3.05  ' 

u 

9 

u 

1.05 

1.25 

1.35  11.47 

1.58 

213  2.26 

2.43 

2.33 

2.49 

2.55 

3.00 

3.05  313 

October 

'> 

a 

1.03 

1.17 

1.30  !l.44 

1.56 

2.05 

218 

2.27 

2.47 

2.41 

2.52 

3.06 

314  3.30 

September 

21, 

a 

1.00 

1.17 

1.36  1.47 

2.00 

2.05 

213 

2.22 

2.33 

2.50 

2.50 

3.00 

310  ,3.05 

July 

16, 

"     a. 

1.05 

1.20 

1.35  1.50 

2.05 

2.10 

215 

2.25 

2.35 

2.45 

2.45 

2.45 

2.55 

3.05 

September 

23, 

"     /-. 

0.40 

1.10 

1.20  1.35 

1.45 

1.55  1.55 

2.10 

2.20 

2.30 

2.30 

2.40 

2.35 

3.00 

u 

24, 

"     c. 

1.02 

1.18 

1.30  11.42 

1.58 

2.08 

2.08 

2.28 

2.38 

2.48 

2.52 

2.58 

3.00 

8.05 

June 

1", 

"     d. 

1.13 

1.22 

1.35  11.45 

1.50 

1.56 

2.09 

2.15 

2.20 

2.27 

2.38 

2.51 

2.54 

2.55 

11 

24, 

"     /• 

0.58 

1.17 

1.35  1.42 

1.53 

2.03 

2.14 

2.25 

2.25 

2.38 

2.50 

3.00 

3.02 

3.03 

(I 

7, 

"     ih 

0.56 

1.14 

1.25  1.40 

1.50 

1.53 

2.02 

210 

2.25 

2.25 

2.30 

2.42 

2.43 

2.50 

October 

S, 

"     h. 

1.03 

1.15 

1.29  1.39 

1.42 

2.00  2.00 

2.08 

2.20  2.30 

2.35 

2.40 

215 

2.50 

November 

4, 

"     h. 

1.06 

1.19 

1.37  1.50 

2.14 

2.12 

2.25 

2.40 

2.48 

2.54 

3.06 

3.21 

3.20 

3.35 

June 

14, 

"      I. 

1.14 

1.29 

1.42  1.53 

2.01 

2.11 

2.18 

2.85 

2.39 

2.42 

2.48 

2.56 

3.00 

3.05 

Avera 

ige  interval  .... 

1.02 

1.19 

1.38 

1.49 

1.55 

2.05 

215 

2.24 

2.34 

2.41 

2.48 

3.01 

3.01 

310 

No.  of  casts       .     .     .     .     . 

23 

23 

23 

23 

23 

22 

22 

22 

22 

22 

22 

21 

20 

20 

DEEF-SEA    SOUNDINGS. 


'MV 


Tiro  32  U).  sliot;  Small  Line.     From  Boat  Dolphin — (Berryman). 


FATHOMS. 


2200 


2300 


2400  2500 


2600 


2700  2800 


2900 


3000  3100 


3200 


3300 


3400 


3500  3000 


3700 


3800 


3<J00 


4000 


4100 


4200 


4300 


4400 


4500 


INTERVALS. 


m.s. 

m.s. 

m.  8. 

m.  s. 

m.s. 

m.s. 

m.s. 

m.  s. 

m.s. 

m.  8. 

m.  a. 

m.  8. 

m.  8. 

m.  8. 

■n.s. 

m.8. 

m.s. 

m.s. 

m.s. 

m.s. 

m.s. 

m.s. 

m.e. 

m.  a. 

3.47 

4.00 

a. 

3.59 

4.01 

4.15 

b. 

4.10 

4.00 

4.00 

c. 

4.00 

4.00 

3  5114.47 

d. 

4.04 

3.51 

3.49  ,4.09 

e. 

3.55 

4.15 

4.00  |4.05  4.00 

,3.30 
4.13 

3.40 
4.18 

4.20  |3..50  14.10 
4.30  4.39  4..52 

4.00 
5.08 

h. 
i. 

4.15 
4.0(3 

4.14 

4.18 

4.26  4.49  4.  .53 
4.18  4.21  4.24 

4.23 

4.25 

4.30 

4.36 

4.39 

4.44 

4.46 

4.50 

k. 

3.001 

3.50 

4.10  6.20i|5.15 

2.15' 

3.30 

3.30 

7.10' 

5.50 

7  20' 

4.10 

7.00' 

5.10 

4.20 

5.05 

6.45 

7.30 

6.50 

6.55 

5.15 

8.00 

7.00 

6.50 

I. 

4.00 

4.20 

4.10  4.10  4.00 

4.10 

6.00' 

1220' 

9.00'' 12.20' 

13.30'' 13.00' 

14.15' 

12.15' 

m. 

3.48 

3.57 

3.52  '3.. 58  14.02 

4.13 

4.15 

4.35 

4.30 

n. 

3.52 

4.00 

4.35  4.30  4.25 

4.25 

4.30 

3.58 

4.03 

4.12  4.19 

4.27 

4.28 

4.10 

4.09 

4.33 

5.14 

4.44 

4.28 

4.50 

5.10 

4.20 

5.05 

6.45 

7.30 

6.50 

6.55 
1 

5.15 
1 

8.00 
1 

7.00 
1 

6.50 

14 

13 

12     10 

9 

7 

4 

3 

2 

■> 

1 

'> 

1 

1 

1 

1 

1 

1 

1 

1 

Small  Line.    From  Boat  Dolphin — (BerrymjVn). 


FATHOMS. 


1500 


1600 


1700 


1800 


1900 


2000 


2100 


2200 


2300 


2100 


2500 


2600 


2700 


2800 


2900 


3000 


INTERVALS. 


m.  s. 

m.  s. 

ra.  s. 

ra.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

8.25 

3.20 ' 

3.19 

3.04 

3.14 

4.00 

3.33 

3.38 

3.42 

3.50 

3.00 

3.10 

3.30 

4.10 

3.05 

3.10 

3.22 

3.22 

4.06 

3.22 

3.33 

3.17 

3.33 

3.42 

3.55 

3.30 

3.30 

3.50 

3.45 

4.00 

3.55 

4.05 

3.15 

3.15 

3.25 

4.00 

3.50 

3.55 

8.35 

4.20 

n. 

3.10 

3.15 

3.20 

3.25 

3.30 

3.36 

3.47 

3.47 

3.55 

3.55 

h. 

3.10 

3.20 

3.20 

3.30 

3.30 

3.45 

3.55 

3.50 

4.00 

4.10 

4.20 

c. 

3.15 

3.15 

3.30 

3.30 

3.40 

3.50 

4.00 

4.00 

4.00 

4.15 

4.25 

d. 

3.10 

3.20 

3.21 

3.26 

3.28 

3.32 

3.46 

3.47 

3.52 

4.02 

4.02 

4.08 

f. 

3.12 

2.53 

3.30 

3.42 

3.46 

3.32 

3.45 

3.57 

4.07 

4.01 

3.38 

4.52 

<7- 

3.00 

3.05 

3.08 

3.12 

3.20 

3.35 

3.45 

3.50 

3.55 

3.45 

4.00 

4.03 

4.0/ 

h. 

2.55 

3.19 

3.29 

3.21 

3.11 

3.26 

3.50 

3.36 

3.37 

3.45 

4.05 

4.15 

8.45 

k. 

3.36 

3.33 

3.56 

3.54 

4.07 

4.17 

4.15 

4.41 

4.27 

4.87 

4.56 

4.40 

5.10 

4.51 

b.lb 

I. 

3.10 

3.14 

3.27 

3.24 

3.43 

3.43 

3.48 

8.38 

3.40 

3.50 

4.40 

4.08 

4.40 

4.50 

4.17 

4.17 

3.14 

3.18 

3.30 

3.36 

3.41 

3.45 

3.51 

3.57 

3.58 

4.02 

4.16 

4.20 

4.25 

4.50 

4.45 

4.17 

19 

16 

16 

15 

13 

12 

11 

10 

9 

9 

8 

6 

4 

2 

2 

1 

290 


THE    WIND   AND   CURRENT   CHARTS. 


Time  of  Descent  for  every  100  Fathoms.     One  32  Ih.  Shot; 


FATHOMS. 

100 

200 

300 

400 

500 

600 

700 

800 

900 

1000 

1100 

1200 

INTERVALS. 

m.  3. 

m.  s. 

m.  s. 

in.  s. 

m.  s. 

m.  s. 

in.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

October  22,  1853,  a.     .     .     . 

1.00 

1.25 

1.45 

2.00 

2.13 

2.21 

2.32 

2.45 

2.55 

3.03 

8.07 

3.27 

20,     "              ... 

0.53 

1.17 

1.40 

2.01 

2.10 

2.23 

2.26 

2.47 

2.51 

8.42 

23,     "       h.     .     .     . 

1.11 

1.30 

1.51 

2.09 

2.25 

2.41 

2.50 

3.06 

3.15 

3.24 

3.41 

8.46 

IS,      "       c.      ... 

1.03 

1.24 

1.44 

2.00 

2.20 

2.32 

2.47 

2.55 

3.04 

3.13 

3.25 

8.37 

13,     "       (/.     .     .     . 

1.10 

1.27 

1.45 

2.07" 

2.24 

2.34 

2.51 

3.03 

3.06 

3.17 

8.25 

3.88 

"        27,     "       e.      .     .     . 

0.55 

1.21 

1.44 

1.56 

2.17 

2.32 

2.35 

2.46 

2.56 

3.04 

8.14 

3.15 

Average  interval  .     .     . 

1.02 

1.24 

1.45 

2.02 

2.18 

2.30 

2.40 

2.54 

8.01 

3.12 

8.22 

3.34 

No.  of  casts      .... 

6 

6 

6 

6 

6 

6 

6 

6 

6 

5 

6 

Average  Time  of  Descent  for  ecenj  100  Fathoms.     Two  S2  lb.  shot;  Small  Line.     From 


100 

200 
m.  9. 

I.IG 
1.19 
1.17 

300 

400 

m.  f. 
1.33 

1.47 

1.49 

1.43 

500 

GOO 

m.s. 
1.62 

2.06 

2.05 
2.01 

700 

m  s. 
2.03 

2.19 

2.15 

2.12 

800 

m.  s. 
2.06 

2.25 

2.24 

900 

m.s. 

2.14 
2.33 
2.34 

2.27 
56 

1000 

1100 

m.s. 

2.29 

2.55 

2.48 

1200 

1.300 

m.  a. 
2.41 

3.05 

3.01 

1400 

m.  8. 
2.54 

3.11 

3.10 

1500 

1600 

1700 

1800 

1900 

Mean  of  souniUngs — (Lee)     .     .     . 
"              "             (Eeeryman)  . 

m.s. 

0.56 
1.02 
0.58 

m.  8. 
1.22 

1.35 

1.33 

1.30 

m.s. 

1.47 
1.58 
1.55 
1.53 

m.s. 
2.22 

2.40 

2.41 

2.34 

57 

m.s. 
2.36 

2.59 

3.01 

2.52 

m.  8. 

2.56 
3.15 
3.14 

m.  8. 

3.4 

3.22 

3.18 

m.s. 
3.6 

3.25 

3.30 

3.23 

41 

m.s. 

3.8 
3.35 
3.30 
3.26 

m.  ff. 
3.15 

3.41 

3.41 

Average  intei-vul 

2.18 
58 

2.44 

56 

2.56 
49 

3.05 
49 

3.08 
47 

3.14 
41 

3.32 

.39 

41 

69 

70 

70 

67 

63 

53 

39 

36 

Table  showing  the  Intervals  of  Descent  for  every  100  Fathoms.      One  32  lb.  Shot;  Small  Line. 


100 

200 

300 

400 

500 

600 

700 

800 

900 

1000 

1100 

1200 

1800 

1400 

Mean  of  sound-  ) 
ings — (Lee) 

m.  s. 

m.  s. 

m.  s. 

1.51 

in.  s. 

2.09 

m.  s. 

2.25 

111.   S. 

2.39 

m.  s. 

2.49 

m.  s. 

2.58 

m.  s. 

3.13 

m.  s. 

3.24 

m.  s. 

8.31 

m.  s. 

3.45 

m.  s. 

3.45 

m.  s. 

3.57 

Mean  of  sound- '^ 
ings  —  (15  ER-  y 

1.02 

1.24 

1.45 

2.02 

2.18 

2.30 

2.40 

2.54 

3.01 

3.12 

3.22 

3.84 

3.41 

8.43 

ryman)           J 

Average  interval 

1.02 

1.24 

1.12 

2.05 

2.21 

2.34 

2.44 

2.56 

3.07 

3.18 

3.26 

3.89 

3.43 

3.50 

No.  of  casts  .     . 

6 

6 

35 

35 

85 

35 

33 

82 

88 

31 

27 

27 

24 

24 

I 


DUKI'-SEA    SOUNDINGS. 


291 


iSmaU  Line.     From  Boat  DoIphm—{BEnvt.YM\ts). 


FATHOMS. 


1300 


1400 


1500 


1600 


1700 


1800   1900 


2000 


2100 


2200 


2300  I  2400 
I 


2500 


2600    2700 


2800 


INTERVALS. 


1 

ra.  s. 

m.  8. 

ra.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

ra.  s. 

m.  s. 

m.  s. 

m.  s. 

ra.  s. 

ra.  s. 

a. 

3.37 
3.30 

3.37 
3.27 

3.57 
3.41 

4.02 

4.14 

4.22 

4ao 

4.13 

4.16 

4.37 

4.44 

4.47 

4.52 

5.15 

h. 

4.06 

4.06 

4.26 

4.28 

4.33 

4.42 

4.49 

5.02 

5.06 

5.12 

5.26 

c. 

3.46 

3.53 

4.02 

3.57 

4.20 

4.23 

4.22 

4.36 

4.47 

4.30 

5.03 

5.00 

d. 

4.19* 

3.57 

4.01 

4.17 

4.24 

4.30 

5.03 

4.35 

4.47 

5.25 

5.02 

5.02 

5.26 

5.29 

5.41 

e. 

3.27 

3.19 

3.29 

3.36 

4.04 

3.51 

4.05 

4.04 

4.13 

4.21 

4.21 

4.25 

4.87 

4.26 

4.88 

4.47 

3.41 

3.43 

3.54 

4.04 

4.19 

4.20 

4.28 

4.35 

4.43 

4.51 

5.08 

4.55 

5.01 

4.58 

5.09 

4.47 

5 

6 

6 

5 

5 

6 

6 

5 

5 

5 

5 

4 

2 

2 

2 

1 

Mean  of  Soundings  by  Lieutenants  S.  P.  Lee  and  0.  IL  Berrym.ax,  1851-52-53. 


2000 

2100 

2200 

2300 

2400 

2500 

2000 

2700 

2800 

2900 

3000 

3100 

3200 

3300 

3400 

3500 

3600 

3700 

3800 

3900 

4000 

4100 

1200 

4300 

UOO 

4500 

3.16 

m.  s. 

3.21 

3.25 

m.  8. 
3.31 

m.8. 
3.32 

ra.  B. 

3.45 

m. .«. 
3.43 

in.s. 

m.8. 

Ul.S. 

m.  s. 

Ul.S. 

m.  8. 

lU.  p. 

111.  s. 

01    8. 

111.  s. 

m.  s. 

m.8. 

01.  s. 

m.  s. 

10.  .■*. 

m.  8. 

m.  8. 

m.  s. 

m.  .8. 

.3.51 

4.03 

3.58 

4.03 

4.12 

4.19 

4.27 

4.28 

4.10 

4.09 

4.33 

.5.14 

4.44 

4.28 

4.50 

5.10 

5.20 

5.05 

6.45 

7.30 

6.50 

6.55 

5.15 

8.00 

7.00 

0.50 

.S.45 

3.51 

3.57 

3.58 

4.02 

4.16 

4.20 

4.25 

4.50 

4.45 

4.17 

3..37 

3.45 

3.47 

3.51 

3.55 

4.06 

4.10 

4.26 

4.30 

4.27 

4.25 

5.14 

4.44 

4.28 

4.50 

5.10 

5.20 

5.05 

(i.45 

7.30 

6.50 

6.55 

5.15 

8.00 

7.00 

6.50 

33 

31 

27 

24 

23 

20 

10 

11 

0 

5 

3 

2 

1 

0 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

From  Mean  of  Soundings  by  Lieutenants  S.  P.  Lee  and  0.  II.  Berryman,  1851-52-53. 


1500 

1600 

1700 

1800 

1900 

2000 

2100 

2200 

2300    2400 

i 

2500 

2600 

2700 

2800 

2900 

3000 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

ra.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

m.  .s. 

ra.  s. 

m.  .s. 

4.07 

4.13 

4.20 

4.26 

4.81 

4.39 

4.4 

4.48 

4.54 

5.13 

5.01 

4.56 

5.27 

4.30 

4.44 

4.40 

3.54 

4.04 

4.19 

4.20 

4.28 

4.35 

4.43 

4.51 

5.08 

4.55 

5.01 

4.58 

5.09 

4.47 

4.00 

4.08 

4.19 

4.23 

4.29 

4.37 

4.45 

4.49 

5.01 

5.04 

5.01 

4.57 

5.18 

4.38 

1 

4.44 

4.40 

25       22 

22 

23 

21 

17 

13 

11 

10 

8 

6 

5 

5 

2         1 

1 

1 

292  THE  WIND  AND  CURRENT  CHARTS. 

It  will  be  remarked,  liow  much  more  rapidly  the  line  went  out  from  tlie  Albany,  than  it  did  to  the 
same  weight  (one  32  lb.  sliot)  from  the  Dolphin's  boat. 

It  will  be  also  noted,  how  very  uniform  is  the  rate  of  descent  in  the  last  of  the  Dolphin's  tables,  and  in 
which  two  82  lb.  shot  were  used.  This  was  on  her  last  cruise,  when  the  soundings  were  entrusted  entirely 
to  one  officer — young  Mitchell — and  when  the  boat's  crew  had  become  so  aufait  at  the  business. 

These  results  are  highly  satisfactory ;  they  do  Mitchell  great  credit,  and  I  point  to  them  as  a  model  for 
others. 

It  is  very  evident,  that  a  shot  will  sink  at  the  same  rate,  whether  it  be  dropped  overboard  from  a  ship 
or  a  boat.  We  account,  then,  for  the  apparently  more  rapid  rate  of  descent  from  the  Albany,  by  the 
greater  drift  of  the  vessel,  for,  of  course,  as  she  fell  off  and  gathered  headway,  she  slipped  from  under  the  line, 
which  increased  its  rate  of  going  out.  We,  therefore,  are  forced  to  the  conclusion  that  the  Gulf  of  Mexico 
and  Caribbean  Sea  are  not  so  deep,  as,  from  the  Albany's  soundings,  these  two  basins  were  supjDosed  to  be. 

Indeed,  the  ocean  generally  is  not  quite  so  deep  as  this  system  of  deep-sea  soundings  would  represent 
it.  The  undercurrents  operate  upon  the  line ;  it  bends  to  them,  and  of  course  the  sounding  reported  is 
rarely,  if  ever,  a  true  "  up  and  down"  measure. 

It  will  be  observed  how  much  the  waxing  of  the  line  increases  its  rate  of  descent. 

Many  of  the  irregularities  in  these  tables  of  the  Dolphin,  are  owing  to  changes  in  the  size  of  the  line. 
Lieut.  Lee  weighed  his,  and  found  it  to  vary  from  100  to  114  lbs.  per  10,000  fathoms. 

The  human  mind  delights  in  the  marvellous;  and  there  is  no  subject  which  those  who  cater  for  it  will 
seize  upon  with  more  avidity,  than  upon  the  reports  which  arc  now  and  then  made  of  the  enormous  depths 
to  which  the  plummet  has  descended  in  the  deep  sea,  without  reaching  bottom.  It  is  always  desirable  to 
prevent  error  from  building  up  its  edifices  in  the  popular  mind;  for  when  truth  comes  along,  it  has  first  to 
pull  these  down,  and  to  contend  with  many  difficulties  in  removing  the  vast  amount  of  rubbish  made,  before 
it  can  begin  a  single  structure. 

It  seems,  therefore,  the  proper  time,  now  that  so  much  has  been  done  with  the  Atlantic  Ocean,  iu  the 
way  of  sounding  it  out,  to  review  the  great  depths  which  have  been  reported  from  time  to  time. 

First  referring  to  Plate  XIV.  and  the  former  edition  of  this  work,  there  is  the  great  wire  cast  of  5,700 
fathoms  from  the  Taney.  This  always,  in  my  judgment,  required  confirmation,  because  of  the  material 
used.  The  other  soundings  near  its  place  on  the  chart,  render  the  probability  of  any  such  depth  of  water 
in  that  part  of  the  ocean  still  more  questionable. 

I  have,  therefore,  in  the  shadings  of  this  Plate,  directed  Professor  Flye,  by  whom  the  lines  are  drawn, 
not  to  regard  it. 

Besides  this,  there  are  the  soundings  of  5,200  fathoms  by  the  Plymouth,  in  lat.  37°  28'  N.,  long.  56° 
32'  W. ;  of  5,070  by  the  St.  Louis,  in  lat.  36°  16'  N.,  long.  -46°  52'  15"  W. ;  and  of  4,000  by  the  Jamestown, 
lat.  36°  N.,  long.  27°  20'  AV.,  all  of  which  are  reported  without  bottom,  and  all  of  which  were  marked  as 
doubtful  from  the  first,  owing  to  the  evidence  furnished  by  the  official  reports  which  were  made  with  them 
to  this  office. 


PHYSICAL  GEOGBAPHY   OF  TUE   SEA.  293 

With  regard  to  the  n^-mouth's  souiiding,  no  time  except  the  total  was  kept.  The  cast  was  made  from 
the  vessel;  and  during  the  operation,  the  wind  and  sea  increased  so  much,  says  Captain  Kelly,  "that  I 
deemed  it  advisable  to  part  the  line  and  await  a  more  favorable  opportunity,  not  being  able  to  sound  with 
any  accuracy."* 

In  the  case  of  the  St.  Louis,  the  sounding  was  made  from  a  boat;  pains  were  taken  to  keep  the  line  up 
and  down,  but  the  shot  was  timed  only  by  the  1,000  fathoms.  And  though  Captain  Ingraham  reported 
bottom,  the  intervals,  in  my  judgment,  did  not  indicate  such  a  depth,  and  therefore  the  note  of  interroga- 
tion was  applied,  expressive  of  that  doubt. 

The  Jamestown  simply  reports  no  bottom ;  and  on  board  that  vessel,  the  supposition  that  bottom  in 
any  case  had  been  reached,  "arose  from  the  fact  that  the  line  paying  out  briskly  would  suddenly  cease, 
and  on  being  hauled  in  would  for  a  moment  come  up  very  heavily,  and  then,  as  though  the  weight  of  the 
shot  had  parted  from  it,  come  up  easily. "f 

It  was  not  supposed  that  the  depth  of  the  ocean  couLl  be  so  great,  so  near  the  Western  Islands ;  hence 
the  note  of  interrogation,  which  I  ventured  to  attach  to  that  sounding,  the  propriety  of  which  Berry- 
man's  soundings  seem  now  to  confirm. 

I  have  practically  erased  the  last ;  and  though  I  doubt  the  other  two,  yet,  as  they  are  in  a  part  of  the 
ocean  where  soundings  are  scarce,  and  where  vessels  frequently  go,  I  have  left  them  there  with  the  hope 
that  they  would  tempt  some  navigator  to  get  a  true  sounding,  and  so  erase  them. 

With  regard  to  the  other  soundings,  which  I  had  no  reason,  at  the  time  they  were  made,  to  doubt,  but 
upon  which  subsequent  results  have  thrown  light  sufficient  to  cause  them  to  be  erased  entirely,  or  seriously 
questioned,  I  may  simply  remark,  that  in  this  class,  among  others,  is  included  Capt.  Barron's  sounding  of 
5,500  fathoms  in  the  Jno.  Adams,  lat.  32°  06'  K,  long.  44°  47'  W.  This  cast  was  made  from  the  ship. 
The  shot  was  timed  by  the  1,000  fathoms,  but  the  officers  were  sure,  from  the  feeling  of  the  line,  that  bot- 
tom had  been  reached.  Several  good  and  accurate  soundings  have  been  since  made  near  the  same  place 
by  the  Dolphin,  and  from  a  boat,  which  show  the  depth  to  be  less  than  3,000  fathoms.  Hence,  the  erasure 
of  Barron's  cast. 

There  is  a  nundier  of  other  soundings,  especially  those  very  great  ones  which  are  markeel  with  the 
sigQ  of  "  no  bottom,"  to  which  I  have  attached  notes  of  doubt  (?)  on  Plate  XIV. 

Though  I  had  no  reason  to  question  their  accuracy  at  first,  yet  subsequent  and  reliable  soundings 
seem  to  show  that  the  sea,  there,  is  not  as  deep  as  they  indicate  it  to  be. 

Since,  however,  the  great  wire  sounding  of  Lieut.  Walsh,  in  the  Taney,  was  made,  in  1849,  and  for 
fidl  details  of  which,  see  the  previous  edition  of  this  work,  three  others,  with  a  greater  length  of  line 
out,  have  been  made.     They  deserve  special  notice,  for  I  think  all  of  them  are  in  error  as  to  depth. 

One  of  these  casts  was  of  8,300  fathoms,  by  Lieut.  J.  P.  Parker,  of  the  U.  S.  frigate,  Congress,  4th 
April,  1852,  lat.  35°35'  S. ;  long.  45°10'  W.     Another,  of  7,706  fathoms,  by  Capt.  Denham,  of  H.  M.  S. 


*   See  Maury's  Sailing  Directions,  page  21  •t,  r)tli  oil.  t  "■'i'-l' 


294;  THE  WIND  AND  CURRENT  CUARTS.  I 

Herald,  30tli  Oct.  1852,  lat.  36°  49'  S. ;  long.  37°  06'  W.     And  the  other,  of  6,600  fothoms,  by  Lieut.  0.  U. 
Berryman,  commanding  U.  S.  Brig  Dolphin,  12th  Feb.  1853,  lat.  32°  55'  N". ;  long.  47°  58'  W. 

The  first  two  casts,  it  will  be  observed,  were  made  within  400  miles  of  each  other,  and  with  the  same 
twiuc ;  for  Commodore  McKeever  supplied,  from  the  stock  ou  board  the  Congress,  15,000  fathoms  to  the 
Herald.  The  [)luinmet  used  by  Capt.  Denham  was  a  9  lb.  lead.  It  is  much  to  be  regretted  that  he  did  not 
use  a  32  lb.  shot ;  for,  then,  his  line  being  the  same,  his  sounding  might  have  been  compai'ed  with  our  own, 
with  flxr  greater  satisfection. 

Capt.  Dcnhain's  last  706  fathoms  (from  7,000  to  7,706)  went  out  at  the  rate  of  four-fifths  of  a  mile  per 
hour.  He  had  a  9  lb.  lead  as  a  sinker.  Now,  let  us  ask  any  sailor  who  is  familiar  with  the  resistance 
made  by  lines  when  towed  through  the  water,  whether,  in  his  opinion,  a  force  of  9  lbs.  could  tow  eight 
miles  length  of  line,  three-tenths  of  an  inch  in  circumference,  at  the  rate  of  four-fifths  of  a  mile  the  hour  ? 
Moreover,  his  eighth  thousand  llithoms  went  out  fluster  than  his  fifth.  Surely,  a  9  lb.  lead  would  not  drag 
a  line  7,000  fathoms  long,  and  upwards,  through  the  water  fiister  than  it  would  drag  one  out  4,000  fathoms 
in  length. 

It  is  probable  that  there  is  in  all  parts  of  the  deep  sea  one  or  more  undercurrents,  of  greater  or  less 
velocity.  Nature,  by  her  ways,  indicates  this  ;  reason,  with  her  lights,  suggests  it;  and  experiment  seems  to 
confirm  it.  Our  experience  in  deep-sea  soundings  is  now  considerable ;  and  seldom,  indeed,  has  it  occurred 
that  the  line  has  ceased  going  out  after  the  shot  has  reached  bottom.  And  I  suppose  it  is  the  currents  of 
the  sea,  coursing  through  their  channels  of  circulation,  that  continue  to  take  it  out. 

Suppose  where  Captain  Denham  sounded,  there  had  been  but  one  undercurrent,  and  that  that  had  a 
rate  of  only  one-tenth  of  a  mile  per  hour;  the  line,  then,  that  his  9  lb.  sinker  had  to  tow  through  the  water, 
instead  of  being  straight,  was  probably  a  curve.  It  may  in  reality  have  been  a  curve  of  several  convolu- 
tions ;  for,  for  aught  we  know,  there  may  be  in  the  deep  sea  several  strata  of  currents,  as  we  know  there 
often  are  several  strata  of  winds,  one  above  the  other,  iu  the  atmosi)here. 

Parker,  of  the  Congress,  gives  the  time  of  every  500  fathoms,  after  the  first  300  had  gone  out ; 
Denham,  of  the  Herald,  is  more  systematic;  he  gives  the  time  of  every  100  fathoms,  from  the  beginning; 
Berryman,  of  the  Dolphin,  on  the  contrary,  is  less  so ;  he  gives  the  time  for  every  500,  for  the  first  1,500 
fethoms,  then  for  every  200,  till  he  reached  2,500  fathoms ;  then  for  400,  then  for  1,000,  then  for  100,  and 
so  on,  at  irregular  intervals,  which  impairs  the  value  of  his  results.  Denham's  is  the  best  in  this  respect. 
Now  to  compare  them  fairly,  we  must  have  them  all  for  like  intervals.  I  therefore  compute  Berryman's 
as  far  onl}'  as  is  necessary  to  make  them  correspond  with  Parker's  times  and  intervals,  arranging  Denham's 
accordingly. 

This  being  done,  let  us  comjiai'c  the  times  of  the  three  casts  together,  referring  them  also  to  the  average 
rate  of  descent  determined  by  actual  experiment  (see  pp.  290,  291),  that  we  may  see  the  difference  of  rate 
at  which  the  same  line  will  run  out,  as  Parker's  and  Denham's,  to  sinkers  of  different  weights;  as  well  as 
the  depths  at  which  all  uniformity  as  to  rate  of  descent  begins  to  disappear. 


niYSICAL   GEOGIiAI'IIY    OF   THE   SEA.  295 


ixTrnvAi.s. 

8:J(I0  fiitlioms. 

TTOU  fiithoins. 

COOO  fathoms. 

32  lb. 

shot. 

0  11). 

shot. 

40  lb. 

shot. 

COXOIIKS.S. 

IIEKALU. 

Doi.niix. 

mill. 

sec. 

mill. 

sec. 

mill. 

sec. 

rum 

1    300  to    800  fathoms 

8 

45 

14 

20 

12 

6 

u 

800  to  l;500 

11 

00 

18 

25 

12 

51 

11 

1300  to  1800 

13 

00 

19 

30 

15 

07 

11 

1800  to  2300 

15 

00 

22 

00 

20 

07 

11 

2300  to  2800 

19 

00 

23 

50 

24 

11 

11 

2800  to  3300 

37 

00 

28 

20 

25 

53 

11 
11 

3300  to  3800 
3800  to  4300 

51 
28 

00 
00 

39 
43 

20 
40 

28 
34 

00  ) 

•  1000  f; 
(JO  ) 

itlu): 

11 

4300  to  4800 

33 

15 

42 

25 

47 

22 

11 

4800  to  5300 

34 

45 

47 

50 

52 

16 

II 

5300  to  5800 

34 

00 

53 

50 

64 

50 

11 

5800  to  6300 

34 

30 

55 

05 

70 

32 

11 

6300  to  6800 

21 

30 

53 

55 

72 

34 

11 

6800  to  7300 

27 

00 

52 

25 

u 

7300  to  7800 

38 

30 

44 

14 

11 

7800  to  8300 

21 

00 

I  do  not  recollect  the  size  of  tlic  Dolpliiii'.s  twine;  it  is  evident,  however,  that  thi.-,  as  -well  as  all  other 
sounding-twine,  requires  force  to  pull  it  from  the  reel,  and  to  drag  it  down  through  the  depths  of  the  ocean  ; 
that  the  deeper  the  plummet,  and  the  greater  the  length  of  line  to  he  dragged  down,  the  greater  the 
resistance,  and,  therefore,  the  slower  the  rate  at  Avhich  the  line  goes  out. 

Hence,  we  may  deduce  a  rule  which,  as  a  general  rule,  may  be  taken  as  correct,  viz:  that  Avhen  the 
line  ceases  to  go  out  at  something  like  a  regularly-decreasing  rate,  there  is  no  reliance  to  be  put  npon 
the  sounding  after  the  change:  and  that  when  the  rate  of  going  out  becomes  uniform — or  now  fast,  now 
slow — the  plummet  has  probably  ceased  to  drag  the  line  down,  and  the  force  which  continues  to  take  the 
sounding-line  out  is  due  to  the  wind,  currents,  heave  of  the  sea,  or  drift — one,  some,  or  all. 

Let  us  apply  this  rule  to  these  casts : — 

That  of  the  Congress  fulfilled  these  conditions,  as  to  a  tolerably  regular  decreasing  rate,  to  the  2,800 
fathoms  mark.  The  rates  after  that  indicate  pretty  clearly  that,  whatever  might  have  been  the  agent 
which  continued  to  take  the  line  out,  it  was  not  the  sinking  of  the  32  lb.  shot.  There  is  an  appearance  of 
too  much  uniformity  in  the  rate  after  that.  Therefore,  I  infer  that,  when  the  2,800  tUthoms  mark  went 
out,  the  shot  was  probably  on  or  near  tlic  bottom ;  and  that,  where  this  sounding  was  made,  the  ocean, 
instead  of  being  some  8,300  fathoms  deep,  is  not  more  than  3,000. 

The  Herald's  plummet  fulfilled  the  conditions  generally,  of  a  decreasing  rate,  until  the  4,300  fathoms 


296  THE  WIND  AND  CUREENT  CHARTS. 

mark  went  out;  and  after  this  tlic  rate  becomes  of  sucli  a  character  as  to  justify  the  conclusion  that  the 
9  lb.  sinker  used  had  then  ceased,  or  nearly  ceased,  to  descend,  if  it  were  not  already  on  the  bottom. 

The  care  with  which  Captain  Denham  observed  every  100  fathoms  mark,  and  timed  it  as  it  went  out, 
enables  us  to  detect,  prolmbly,  more  closely  in  his  sounding  than  in  either  of  the  others,  the  time  when  his 
plummet  ceased  to  sink. 

From  100  to  700  fathoms,  each  100  fathoms  mark  required  between  two  and  three  minutes  to  go  out; 
from  700  to  1,600,  each  mark  required  between  three  and  four  minutes;  from  1,600  to  2,700,  each  mark 
required  between  four  and  five  minutes;  from  2,700  to  3,000,  each  required  between  five  and  six  minutes. 
Here  the  times  begin  to  become  irregular ;  the  3,200  and  3,300  marks,  each  took  between  six  and  seven 
minutes  to  go  out.  After  this,  there  is  no  more  regularity  as  to  the  increasing  times.  Every  100  fathoms 
mark  thereafter  appears  to  have  a  rate  of  its  own,  varying  from  seven  to  twelve  minutes — but  now  fast,  now 
slow — and  in  such  a  manner  as  to  jiistify  the  inference  that  the  ocean,  where  the  Herald  reports  7,706 
fathoms,  is  probably  not  more  than  4,000  fathoms  deep.  It  was  probably  the  wind,  or  some  agent  at  the 
surface,  that  caused  the  irregularity  as  to  time  after  the  4,300  fathoms  mark  went  out. 

The  Dolphin  had  the  heaviest  plummet,  and  the  largest  line.  The  time  required  with  her  for  each  of 
the  first  500  fathoms  marks  to  run  out,  was  longer  than  the  Congress,  but  shorter  than  the  Herald.  But 
after  the  4,300  fathoms  mark  of  the  Herald  went  out,  then  the  Herald's  line  was  the  swifter ;  then  it 
assumed,  approximately  at  least,  the  condition  of  equal  lengths  in  equal  times ;  whereas,  the  Dolphin's 
continued  to  decrease  its  rate,  and  to  go  slower  and  slower,  till  the  6,300  fathoms  mark  went  out.  She 
sent  down  6,600  fathoms ;  the  interval,  therefore,  from  6,300  to  6,800  is  computed.  The  inference,  therefore, 
would  be  that,  if  the  weight  had  not  reached  bottom  before,  it  ceased  to  go  down  about  the  time  the  6,300 
fathoms  mark  went  out. 

But  the  sounding  was  not  made  with  the  usual  care ;  and,  with  the  lights  now  before  me,  no  such 
inference  as  to  deptli  is  admissible.  Sulise(|uent  soundings  in  the  vicinity  give  bottom  at  a  much  less 
depth.  Lieut.  Berryman  informs  me  that,  since  tliese  were  made,  he  has  no  confidence  whatever  in  that 
6,300  fathoms  cast.     Nor  have  I. 


TII]<:  BASIN  OF  THE  ATLANTIC— ITS  SHAPE. 


PLATE    XIV. 


This  Plate  is  a  great  improvement  upon  that  in  the  preceding  edition.  It  is  believed  to  give,  with 
some  approaches  to  accuracy,  the  shape  of  the  basin  which  holds  the  waters  of  the  North  Atlantic  Ocean, 
especially  of  that  part  of  it  which  lies  between  the  equator  and  a  line  from  Cape  Kace,  in  Newfoundland, 
to  Eockall,  off  the  west  coast  of  Ireland. 

The  little  circles  over  the  figures,  on  the  Plate,  which  represent  the  soundings,  are  intended  to  show,  by 
their  centre,  the  latitude  and  longitude  of  the  soundings,  with  as  much  accuracy  as  the  scale  on  which  the 


rUVSlCAL   GEOGKArilY    OF   TJIE   SKA.  297 

I  Plate  is  construclcd  will  admit.  Those  souiuliugs  wliich  Lave  above  tliem  and  tliis  little  cirelc  a  dash,  with 
a  dot  over  the  middle  of  it,  iudieate  that  at  the  depth  expressed  l)y  the  figures  below,  in  fathoms  of  0  feet 
to  the  fathom,  there  was  "  uo  bottom,"  according  to  the  oHleial  report. 

The  shaded  bauds  represent  the  one,  two,  three,  and  four  thousand  fathom  steppes  at  the  bottom  of  the 
Atlantic.  That  is,  from  the  shore  to  the  outer  edge  of  the  darkest  shading,  the  sea  is  less  than  1,000 
fathoms  deep;  within  the  space  covered  bj  the  next  deepest  shading,  it  is  between  1,000  and  2,000  fathoms 
deep ;  within  the  space  covered  by  the  next  shading  it  is  between  2,000  and  3,000  fathoms  deep ;  the 
lightest  shading  is  intended  to  show  where  the  ocean  is  more  than  3,000,  but  less  than  4,000  fathoms  deep; 
and  where  there  is  no  shading,  the  representation  intends  to  show  that  the  sea  is  more  than  4,000  fathoms 
deep. 

"With  this  explanation,  it  will  be  perceived  that  the  tracing  of  these  various  curves  is,  in  many  places, 
and  for  the  most  part,  matter  of  conjecture ;  they  can  be  accurately  drawn  only  whe]-e  soundings  have  been 
actually  obtained,  and  the  Plate  itself  shows,  therefore,  what  parts  of  the  curves  are  drawn  from  data  and 
what  by  conjecture. 

All  that  is  hoped  to  be  accomplished  by  this  Plate  for  the  present,  is  to  enable  persons  to  form  some- 
thing like  a  general  idea  as  to  the  shape  of  the  Atlantic  basin,  so  far  at  least  as  the  deep-sea  soundings 
returned  to  this  office  will  enable  one  to  do,  and  to  excite  an  interest  with  regard  to  this  subject  among 
officers ;  hoping  that,  with  the  promise  of  such  interesting  results  before  them,  officers  will  be  induced  to 
pay  more  attention  to  the  subject  of  deep-sea  soundings — and  to  the  general  order  at  page  225,  which  makes 
it  their  duty  to  get  casts  whenever  practicable — than  generally  they  have  done. 

One  of  the  conclusions  -which  it  would  seem  that  we  are  authorized  to  draw  from  thus  presenting  the 
results,  so  far  obtained,  is  this,  viz:  that  if  there  be  any  part  of  the  Atlantic  Ocean,  between  the  Banks  of 
Newfoundland  and  the  equator,  more  than  4,000  fathoms  deep,  it  is  probably  no  great  part  in  com].)arison 
to  the  whole.  ■ 

Another  feature  exhibited  as  to  the  shape  of  the  steppes  in  this  great  oceanic  basin  is  w'orthy  of  notice. 
There  seems  to  be,  as  we  travel  south  from  the  Grand  Banks  of  Newfoundland,  a  precipitous  ledge,  or  what 
sailors  call  a  "jumping-oft'  place,"  right  under  the  Gulf  Stream. 

To  compare  great  things  with  small,  we  have  repeated  here  some  of  the  peculiarities  which  I  observed, 
in  1839,  about  the  Hatteras  Shoals.  These  shoals  are  formed  by  the  cold  current  which  i-uns  along  the 
shores  of  the  United  States  counter  to  the  Gulf  Stream. 

They  are  shelving  from  the  north.  That  is,  as  you  approach  them  from  the  north,  you  gradually 
lessen  your  water  until  you  reach  the  shoalest  part,  and  then  there  is  a  sudden  jump  off  into  deep  water. 

The  conflict  between  the  two  currents  is  sharp  as  they  round  this  cape.     The  Gulf  Stream  is  the 
stronger.     Its  course  is  interfered  with  by  this  cape  and  shoal  and  counter  current,  and  in  a  similar  way  it 
is  encroached  upon  by  the  Grand  Banks  and  the  cold  current  from  the  north.     Does  not  this  view   give 
grounds  for  the  conjecture,  that  the  deposits  which  form  the  Grand  Banks  come  from  the  north  ? 
38 


29S  THE    WIND    AND    CUKKENT    CIIAKTS. 

This  Plate  was  drawn  hy  Professor  Flje,  from  the  data  contained  in  the  chapter  on  deep-sea  soundings 
page  277. 

FIG.  1— PLATE  XV. 
Ytrtical  Section  cf  the  North  Ailuntic  Ocean. 

Pkite  XV.,  drawn  by  Professor  Major,  is  a  profile  view  of  the  basin  of  the  Atlantic. 

It  commences  from  the  volcanic  ranges  in  Mexico,  lat.  20  J°,  and,  pursuing  a  straight  line,  terminates  on 
the  shores  of  western  Africa,  lat.  18°  N. 

This  section  confirms  the  conjecture  which  these  deep-sea  soundings  suggested  soon  after  they  were 
commenced,  ami  which  was  mentioned  in  former  editions  of  this  work,  viz:  that  the  bottom  of  the  sea  is 
probably  much  more  nigged  and  abrupt  than  the  surface  of  the  dry  land. 

Ileasons  why  such  should  be  the  case  are  obvious:  on  the  land,  the  winds,  the  rains,  and  rivers  are 
always  abrading,  drifting,  and  washing  down  the  high  places  and  filling  np  the  low;  these  agents  are  not 
felt  at  all,  or,  if  felt,  felt  but  feebly  at  the  bottom  of  the  deep  sea. 

On  the  dry  land,  frosts  and  the  force  of  gravity  are  great  levellers.  At  the  bottom  of  the  deep  sea  no 
frosts  are  felt,  and  the  diflorence  of  the  force  of  gravity  operating  upon  a  rock  at  the  bottom  of  the  sea, 
and  upon  the  top  of  a  mountain,  is  as  the  difierence  in  weight  between  air  and  water. 

Both  of  these  Plates,  however,  though  I  do  not  claim  for  either  of  them  any  minute  degree  of  accuracy, 
are  suggestive. 


"OOZE  AND  BOTTOM  OF  THE  SEA." 


By  referring  back  to  the  abstract  log  of  the  Dolphin,  as  well  as  to  the  table  of  deep-sea  soundings,  it 
Avill  be  seen  that  specimens  of  the  bottom  were  brought  up  several  times  by  Brooke's  apparatus ;  and  that 
these  specimens  on  one  occasion  were  drawn  from  the  depth  of  12,000  feet  (2,000  fathoms). 

They  were  sent  to  the  Microscopists,  Prof  Bailey,  of  West  Point,  and  Ehrenberg,  of  Berlin,  for  ex- 
amination. 

After  a  few  days,  I  had  the  pleasure  of  receiving  the  following  in  reply,  from  the  former: — 

West  Point,  November  20,  1853. 
"My  DEAR  Sir:  I  am  greatly  obliged  to  yon  for  the  deep  soundings  you  sent  me  last  week,  and  I  have 
looked  at  them  with  great  interest.  They  are  exactly  what  I  have  wanted  to  get  hold  of— the  bottom  of 
the  ocean  at  the  depth  of  rnore  than  two  nulcsf  I  hardly  hoped  ever  to  have  a  chance  of  examining — yet, 
thanks  to  Brooke's  contrivance,  we  have  it  clean  and  free  from  grease,  so  that  it  can  at  once  be  put  under 
the  microscope.  I  was  greatly  delighted  to  find  that  all  these  deep  soundings  are  filled  with  microscopic 
shells  ;  not  a  particle  of  sand  or  -gravel  exists  in  them.  They  are  chiefly  made  up  of  perfect  little  calcare- 
ous shells  (Foraminifera),  and  contain,  also,  a  small  number  of  siliceous  shells  (Diatoniacese). 


I'HVSTCAr,   GEOGRAPny   OF   TlIK   SEA.  299 

It  is  not  probable  tliat  these  animals  lived  at  the  depths  Avheve  these  shells  arc  found,  but  I  rather 
think  tliat  they  inliabit  the  waters  near  the  surface;  and  when  they  die,  their  shells  settle  to  the  bottom. 
With  reference  to  this  point,  I  shall  be  very  glad  to  examiue  bottles  of  water  from  various  di;])ths  which 
were  brought  home  by  the  Dolphin,  and  any  siuiilar  materials,  either  'bottom,'  or  water  from  other  locali- 
ties. I  shall  study  them  carefulh'.  *  *  *  The  results  already  obtained  arc  of  very  great 
interest,  and  have  many  important  bearings  on  geology  and  zoology.         *         -"         *         *         *         « 

I  hope  you  will  induce  as  many  as  possible  to  collect  soundings  with  Brooke's  lead,  in  all  |)arts  of  the 
world,  so  that  we  can  map  out  the  animalculi  as  you  have  the  whales.  Get  your  whalers  also  to  collect 
mud  from  pancake  ice,  &c.,  in  the  polar  regions — this  is  always  full  of  interesting  microscopic  forms." 

Truly,  these  results  are  suggestive;  they  seem  to  form  but  a  slender  clue,  indeed — do  these  little  mites 
of  shells,  by  which  the  chambers  of  the  deep  are  to  be  threaded  and  mysteries  of  the  ocean  revealed;  yet 
iu  right  hands,  and  to  right  minds,  they  are  sure  guides  to  both  light  and  knowledge. 

The  first  noticeable  thing  the  microscope  gives  of  these  specimens  is,  that  all  of  them  are  of  the 
animal,  not  one  of  the  mineral  kingdom. 

The  ocean  teems  with  life,  we  know.  Of  the  four  elements  of  the  old  philosoi)hers — fire,  earth,  air, 
and  water,  perhaps  the  sea  most  of  all  abounds  with  living  creatures. 

The  space  occupied  on  the  surface  of  our  planet,  by  the  different  families  of  animals  and  their  remains, 
i>  iuversely  as  the  size  of  the  individual. 

The  smaller  the  animal  the  greater  the  space  occupied  by  his  remains.  Though  not  invariably  the 
case,  yet  this  rule,  to  a  certain  extent,  is  true,  and  will,  therefore,  answer  our  present  purposes,  which  are 
simply  those  of  illustration. 

Take  the  elephant  and  his  remains,  or  a  microscopic  animal  and  his,  and  compare  them.     The  contrast, 

as  to  space  occupied,  is  as  striking  as  that  of  the  coral  reef  or  island  with  the  dimensions  of  the  whale. 

„  The  graveyard  that  would  hold  the  corallines  is  larger  than  the  graveyai'd  that  would  hold  the  elephants. 

As  Professor  Bailey  remarks,  the  animalculo?,,  wdiose  remains  Brooke's  lead  has  brought  up  from  the 
bottom  of  the  deep  sea,  probably  did  not  live  or  die  there.  They  would  have  had  no  light  there,  and 
their  frail  little  textures  would  have  been  subjected  in  their  growth  to  a  pressure  upon  them  of  a  columa 
of  water  of  12,i)00  feet  high,  equal  to  the  weight  of  -100  atmospheres.  They  proliably  lived  and  died  near 
tlie  surface,  where  they  could  feel  the  genial  influences  of  both  light  and  heat,  and  were  buried  in  the 
lirhen  caves  below,  after  death. 

Brooke's  lead  and  the  microscope,  therefore,  it  would  seem,  are  about  to  teach  us  to  regard  the  ocean 
in  a  new  light.  Its  bosom  which  so  teems  with  animal  lilc,  its  face  upon  which  time  writes  no  wrinkles, 
makes  no  impression,  are,  it  would  now  seem,  as  obedient  to  the  great  law  of  change  as  is  any  dcpartmeut 
Avhatever,  either  of  the  animal  or  the  vegetable  kingdom.  It  is  now  suggested  that,  henceforward,  wc 
should  view  the  surface  of  the  sea  as  a  nursery,  teeming  with  nascent  organisms;  its  depths,  as  the 
,   cemetery  for  families  of  living  creatures  that  outnumber  the  sands  on  the  sea-shore  for  multitude. 

Where  there  is  a  nursery,  hard  by  there  will  be  found  also  a  graveyard — such  is  the  condition  of  tlie 


300  THE  WIND  AND  CURRENT  CHARTS. 

animal  world.     But  it  never  occurred  to  us  before  to  consider  tlic  surface  of  the  sea  one  wide  nursery,  its 
every  ripple  as  a  cradle,  and  its  bottom  as  one  vast  Inirial-place. 

On  those  parts  of  the  solid  ]iortions  of  the  earth's  crust  -which  are  at  the  bottom  of  the  atmosphere, 
various  agents  are  at  work,  levelling  botli  upwards  and  downwards.  Heat  and  cold,  rain  and  sunshine, 
the  winds  and  the  streams,  all  assisted  by  the  forces  of  gravitation,  are  unceasingly  wasting  away  the  high 
places,  and  as  perpetually  filling  up  the  low. 

But  in  contemplating  the  levelling  agencies  that  are  at  work  upon  the  solid  portions  of  the  crust  of  our 
l^lanet  which  are  at  the  bottom  of  the  sea,  we  had  come,  while  treating  in  another  part  of  this  work 
touching  the  depth  of  the  ocean,  almost  to  the  conclusion  that  these  levelling  agents  are  powerless  there. 

In  the  deep  sea  there  are  no  abrading  processes  at  work ;  neither  frosts  nor  rains  are  felt  there ;  and 
the  force  of  gravitation  is  so  paralyzed  down  there,  that  it  cannot  use  half  its  power,  as  on  the  dry  land,  in 
tearing  the  overhanging  rock  from  the  jurecipice  and  casting  it  down  in  the  valley  below. 

"When,  therefore,  I  was  treating  of  the  basin  of  the  Atlantic,  the  imagination  was  disposed  to  regard 
the  waters  of  the  sea  as  a  great  cushion,  placed  between  the  air  and  the  bottom  of  the  ocean,  to  protect 
and  defend  it  from  these  abrading  agencies  of  the  atmosphere. 

The  geological  clock  may,  thought  I,  strike  new  periods ;  its  hands  may  point  to  era  after  era ;  but  so 
long  as  the  ocean  remains  in  its  basin,  so  long  as  its  bottom  is  covered  with  blue  Avater,  so  long  must  the 
deep  furrows  and  strong  contrasts  in  the  solid  crust  below,  stand  out  raggedly  and  boldly  rugged. 
Nothing  can  fill  up  the  hollows  there;  no  agent  now  at  work,  that  we  know  of,  can  descend  into  its  depths 
and  level  ofi'  the  floors  of  the  sea. 

But  it  now  seems  that  Ave  forgot  these  oceans  of  animalculfe,  that  make  the  surfoco  of  the  sea  sparkle 
and  glow  with  life.  They  are  secreting  from  its  surface  solid  matter  for  the  very  purpose  of  filling  up 
those  cavities  beloAV. 

These  little  marine  insects  are  building  their  habitations  at  the  surfoce,  and  when  they  die,  their 
remains,  in  vast  nudtitudes  sink  down,  and  settle  iipon  the  bottom.  They  are  the  atoms  out  of  which 
mountains  arc  formed — plains  spread  out.  Our  marl-l)eds,  the  clay  in  our  river  bottoms,  large  portions  of 
many  of  tlie  great  basins  of  the  earth,  are  composed  of  the  remains  of  just  such  little  creatures  as  these, 
which  the  ingenuity  of  Brooke,  and  the  industry  of  Berryman,  have  enabled  us  to  fish  up  from  the  depth  of 
more  than  two  miles  below  the  sea  level. 

These  foraminifera,  therefore,  Avhen  living,  may  have  been  preparing  the  ingredients  for  the  fruitful 
soil  of  a  land  that  some  carthrpiake  or  upheaval,  in  ages  far  away  in  the  future,  may  be  sent  to  cast  up 
from  the  bottom  of  the  sea. 

The  study  of  these  "  sunless  treasures,"  recovered  Avith  so  much  ingenuity  from  the  rich  bottom  of  the 
sea,  suggests  ncAV  views  concerning  the  physical  economy  of  the  ocean. 

In  the  chapter  on  the  Saltiiess  of  the  Sea,  p.  177, 1  endeavored  to  shoAV  how  sea-shells  and  marine  insects 
iQ^yi  ^^y  reason  of  the  oflices  which  they  perform,  be  regarded  as  compensations  in  that  exquisite  system  of 
physical  machinery  by  Avliich  the  harmonies  of  nature  are  preserved. 


I'lIYSIOAI,    nEOGRAI'IlY   OF   THE   SEA.  301 

The  treasures  of  the  lead,  and  revelations  of  the  inieroscope,  present  the  insects  of  the  sea  in  a  new 
liLjht.  We  behold  them  now,  serving  not  onl}^  as  eompensations  by  which  tlie  motions  (jf  the  water  in  its 
rhannels  of  circulation  are  regulated,  but  also  acting  as  cheeks  and  balances,  by  which  the  ei|iii[ioise  between 
the  solid  and  the  fluid  matter  of  the  earth  is  preserved. 

Should  it  be  established  that  these  microscopic  creatures  live  at  the  surface,  and  are  only  buried  at 
the  bottom  of  the  sea,  we  may  then  view  them  as  conservators  of  the  ocean ;  for,  in  the  ofliees  which  they 
perform,  they  assist  to  preserve  its  status  by  maintaining  the  purity  of  its  waters. 

It  is  admitted  that  the  salts  of  the  sea  come  from  the  laud,  and  that  they  consist  of  the  soluble  matter 
which  the  rains  wash  out  from  the  fields,  and  -which  the  rivers  bring  down  to  the  sea. 

The  Avaters  of  the  Mississippi  and  the  Amazon,  together  with  all  the  streams  and  rivers  of  tlie  world, 
both  great  and  small,  hold  in  solution  large  quantities  of  lime,  soda,  iron,  ami  other  matter.  They  dis- 
charge annually  into  the  sea  an  amount  of  this  soluble  matter,  which,  if  preci[)itatt'd  and  collected  into  one 
mass,  would  no  doubt  surprise  and  astonish  the  boldest  speculator  with  its  magnitude. 

This  soluble  matter  cannot  be  evaporated.  Once  in  the  ocean,  there  it  must  remain;  and  as  the  rivers 
are  continually  pouring  in  fresh  supplies,  the  sea,  it  has  been  argued,  must  continue  to  become  more  and 
more  salt. 

Now  the  rivers  convey  to  the  sea  this  solid  matter  mixed  with  fresli  water,  which,  being  lighter  than 
that  of  the  ocean,  remains  for  a  considerable  time,  at  or  near  the  surface.  Here,  the  microscopic  organisms 
of  the  deep-sea  lead  are  continually  at  work,  secreting  this  same  lime  and  soda,  &e.,  and  extracting  from  the 
sea-water  all  this  solid  matter  as  fast  as  the  rivers  bring  it  down  and  empty  it  into  the  sea. 

Thus,  we  haul  up  from  the  deep  sea  specimens  of  dead  animals,  and  recognize  in  them  tlie  remains  of 
creatures,  wbich,  though  invisible  to  the  naked  eye,  have  nevertheless  assigned  to  them  a  most  imjiortant 
office  in  the  j^hysical  economy  of  the  universe,  viz.,  that  of  regulating  the  saltness  of  tlie  sea. 

This  view  suggests  many  contemplations.  Among  them,  one  in  which  the  ocean  is  j^resented  as  a  vast 
ctemical  bath  in  which  the  solid  parts  of  the  earth  are  washed,  filtered,  and  precipitated  again  as  solid 
matter,  but  in  a  new  form,  and  with  fresh  properties. 

Doubtless,  it  is  only  a  readaptation,  though  it  may  be  in  an  improved  form,  of  old,  and  perhaps  effete 
matter  to  the  uses  and  well-being  of  man. 

These  are  speculations,  merely;  they  may  be  fencies  without  foundations,  but  idle  they  are  not,  I  am 
sure;  for  when  we  come  to  consider  the  agents  by  which  the  physical  economy  of  this,  our  earth,  is  regu- 
lated, by  which  this  or  that  result  is  brought  about  and  accomplished  in  this  beautiful  system  of  terrestrial 
arrangements — we  are  utterly  amazed  at  the  offices  ■^\-hicli  have  been  performed,  the  work  which  has  been 
done,  by  the  animalcula  of  the  water. 

But  whence  come  the  little  calcareous  shells,  which  Brooke's  lead  has  brought  up  in  proof  of  its  sound- 
ing from  the  depth  of  two  miles  and  a  quarter?  Did  they  live  in  the  surface  waters  immediately  above? 
or  is  their  habitat  in  some  remote  part  of  the  sea,  whence,  at  their  death,  the  currents  were  sent  forth  as 
pall-bearers,  with  the  command  to  deposit  their  remains  where  tlie  plnnunet  found  them  ? 


302  THE  WIND  AND  CUKBENT  CHARTS. 

lu  tliis  view,  these  little  organisms  become  doubly  interesting.  When  dead,  the  descent  of  the  shell 
to  its  final  i-esting-placc,  would  not,  it  may  be  supposed,  be  very  rapid.  It  would  partake  of  the  motion  o"i 
the  sea-water  in  which  it  lived  and  died,  ;ind  probably  be  carried  along  with  it  in  its  channels  of  circulation 
for  many  a  long  mile. 

The  microscope,  under  the  eye  of  Ehrenbcrg,  has  enabled  us  to  put  tallies  on  the  wings  of  the  wind,  to 
learn  of  them  somcnvhat  concerning  "  its  circuits." 

Kow  may  not  these  shells,  which  were  so  fine  and  im}ialpable  that  the  officers  of  the  Dolphin  took 
them  to  be  a  mass  of  luictuous  clay — may  not,  I  say,  these,  with  other  specimens  of  soundings  yet  to  be. 
collected,  be  all  converted  by  the  microscope  into  tallies  for  the  waters  of  the  diflerent  parts  of  the  sea,  byi 
which  tlie  cliiuniels,  through  which  the  circulation  of  the  ocean  is  carried  on,  are  to  be  revealed? 

Supp(.)sc  that  the  dwelling-place  of  the  little  .sliclls  whicli  compose  this  specimen  from  that  part  of 
the  ocean  be  ascertaineil,  by  referring  to  living  types,  to  be  the  Gulf  of  Mexico — and  of  that  from  this  j)art: 
of  the  ocean,  the  regions  about  Cape  Horn — of  another,  the  Arctic  Ocean,  &c.  The  hahilnt  and  the  burial-l 
place,  in  every  instance,  wc  •will  suppose  are  far  removed  from  each  other.  By  what  agency,  except 
through  that  of  currents,  can  we  suppose  them  to  come  from  tlie  [)lace  of  their  birth,  and  to  be  transported 
to  that  of  their  Ijui'ial  ? 

It  is  in  vain  to  attempt  to  answer  the  oii  hono  in  all  the  bearings  of  facts  like  these.  Suffice  it  to  say 
they  are  physical  r:i,cts;  and  in  them,  therefore,  there  is  knowledge.  They  are  facts  that  concern  our  planet, 
and  touch  the  well-being  oi-  the  rightly  knowing  of  its  inhabitants;  and,  therefore,  renewed  attention  to  this 
subject  of  deep-sea  soundings,  and  the  specimens  of  the  bottom  that  may  be  brought  up,  cannot  fail  to  be 
regarded  but  witli  increasing  interest. 

There  is  something  peeuliaidy  attractive  and  interesting  about  the  mysteries  of  the  sea.  There  is  a 
longing  desire  to  know  more-,  of  them. 

Man  can  never  sec,  he  can   only  touch,  the  bottom  of  the  deep  sea,  and  then  only  with  the  iilnmmet.  ' 
AVhatevcr  it  brings  up  thence  is  to  the  [ihilosopher  matter  of  powerful  interest;  for  by  such  information 
alone,  as  he  may  gather  from  a  most  careful  examination  of  such  matter,  the  amount  of  human  knowledge 
concerning  nearly  all  that  portion  of  our  ])lanet  wliich  is  covered  by  the  sea,  must  depend. 

Every  specimen  of  bottom  from  the  deep  sea  is,  therefore,  to  be  regarded  as  a  valuable  contribution  to 
the  sources  of  human  knowledge.  And  it  is,  in  the  judgment  of  riglit-minded  men,  a  glorious  privilege  to 
have  an  opportunity  of  inci-easing  the  stock  of  human  knowledge. 

As  it  regards  the  subject  before  us,  the  officers  of  the  American  Navy  are  peculiarly  fiivored. 

They  especially  have  the  means  and  implements  for  sounding  the  ocean  in  its  greatest  depths,  for 
collecting  specimens  from  its  bottom  as  well  as  from  its  surface,  and  for  trying  its  currents  and  its 
temperatures  both  at  and  below  the  surface. 

The  means  of  doing  this  are  not  only  placed  at  their  dis])osal  by  an  enlightened  government,  but  it  is 
by  that  government  made  llieii-  duty,  as  I  am  sure  it  will  be  their  pleasure,  to  use  them. 

T  liojio  soon  to  liave  this  interesting  dejiartment  of  the   piiysical  geography  of  the  sea  enriched,  not 


GALES   OF   THE    GULF   STKEAII.  303 

)nlv  b}'  specimens  of  bottom  aud  soundings,  but  with  various  other  materials  and  chita  collected  by  our 
:liips  afloat  in  the  Indian  and  Pacific  Oceans,  the  China  Seas,  and  elsewhere. 


PHYSICAL  ("IIAI'.T  OF  THE  8EA. 


There  is  contained  in  the  abstract  logs  kept  lor  this  ofllcc,  a  vast  amount  of  information  concerning 
.1  lions  phenomena  of  the  air  and  water. 

This  information  may  be  called  miscellaneous;  inasnnich  as  it  relates  eliiefly  to  subjects  that,  though 
interesting  enough,  j-et  do  not  constitute  special  objects  of  consideration;  indeed,  they  are  such  generally 
IS  do  not  as  yet  come  under  any  one  of  the  various  heads  of  research. 

Among  these,  I  may  mention  observations  and  remarks  concerning  gales  of  wind ;  notices  of  drift- 
wood, icebergs,  and  sea-weed;  hailstorms,  aud  tide-rips;  fl3-ing-lish ;  colored  water;  plios}>horescence  of  the 
sea,  and  the  like. 

The  officers,  who  are  engaged  in  examining  the  logs  and  co-ordinating  from  them,  arc  required  each 
one  to  keep  a  memorandum-book  by  him,  in  which  he  notes  and  refers  to  all  such  subjects,  when  mention 
is  made  of  any  of  them  in  the  logs. 

These  little  memorandum-books  have  suggested  the  idea  of  constructing  a  plu'sical  chart  of  the  ocean, 
to  illustrate  some  of  the  principal  phenomena  and  subjects  that  are  visible  on  its  surface. 

Each  officer,  as  he  examines  the  log  for  the  special  object  which  he  has  in  view,  is  now  to  keep  by 
him  a  blank  chart,  upon  which  he  is  to  put  down  b}-  symbols,  ice,  sea-weed,  flying-fish,  kc.  in  the  place 
where  the  abstracts  report  them.  Thus,  it  is  proposed,  shonkl  the  results  wlien  grouped  together  be 
found  sufficient,  to  construct  what  may  be  called,  in  some  sort,  a  topographical  chart  of  the  surface  of  the 
ocean. 


e 


GALES  OF  THE  GULF  STKEAM. 


Lieut.  B.  S.  Porter  bas  been  engaged  in  constructing,  for  the  last  two  years,  Track  Charts.  During 
that  time,  and  in  the  course  of  these  labors,  his  attention  has  been  called  incidentally  to  the  subject  of 
storms  as  reported  in  the  logs,  particularly  to  the  August  storm  of  18-18,  and  to  the  September  gale  of  1852. 

The  abstracts  aflbrd  quite  a  mass  of  information  concerning  these  two  gales,  which  he  has  carclully 
collected,  and  Avhich,  with  some  remarks  of  his  own,  he  has  kindly  laid  before  me.     I  quote  them  : — 

"  So  mucb  has  already  been  said  upon  the  phenomena  of  gales,  that  little,  it  would  seem,  was  left  to  say 
whicb  can  add  to  our  knowledge  of  this  subject ;  but  that  the  accounts  of  disaster  and  shipwreck  which  we 
daily  receive  fill  the  mind  with  amazement,  and  call  for  an  investigation  of  the  cause.  That  investigation 
I  have  made,  and  I  trust  not  without  some  success  wdiich  wdl  be  of  profit  to  seamen.  The  data  upon 
which  the  charts  have  been  constructed,  representing  these  gales,  was  obtained  from  the  log-books  sent 


30-i  TUK  WIND  AND  CUHRENT  GHAKTS. 

to  tLis  ofllce,  Avliicli  my  duties  in  the  construction  of  the  Wind  and  Current  Charts  gave  convenient 
opportunities  to  consult.  ThC'  improved  system  of  observation,  and  the  care  with  which  those  log-books 
are  kept,  as  also  the  interest  felt  by  seamen  in  collecting  information  in  regard  to  the  phenomena  of  the 
ocean  placed  me  in  possession  of  data  which  heretofore  was  entirely  omitted,  and  essential  to  an  investi- 
o-ation  of  this  kind;  so  that  nothing  now  seems  wanted  to  insure  satisfactory  results.  In  my  work  upon 
the  charts  of  the  North  Pacilic  Ocean,  from  the  longitude  of  110°  E.  to  140°  E.,  I  could  not  fail  to  observe 
that  the  action  of  the  winds,  along  the  eastern  coast  of  China,  during  a  gale,  was  the  same  as  I  have  found 
it  in  corresponding  parallels  on  this  coast.  We  have  the  same  conditions,  and  the  gale  travels  the  same 
course;  this  being  the  case,  the  conclusions  in  respect  to  the  gales  of  the  North  Atlantic  favor  like 
conclusions  of  those  of  the  North  Paciiic ;  if  so,  the  observations  of  the  weather  on  this  coast  will  serve 
for  the  navigation  of  that  coast. 

But  the  field  of  my  observation  is  not  there,  it  is  in  the  Gulf  Stream,  the  great  thoroughfare  of 
commerce,  and  known  to  seamen  as  the  most  temi^estuons  }uirt  of  the  Atlantic  Ocean.  The  amount  of 
shipwreck  and  disaster  there,  in  the  month  of  September  last,  is  perfectly  appalling — for  two  months,  the 
Commercial  Intelligence  of  the  port  of  New  York,  was  filled  with  the  accounts  of  wrecks  committed  by  the 
gales  of  the  7tli  and  llth  of  September ;  and  several  vessels  which  sailed  from  the  West  Indies,  about  the 
time  of  those  gales,  remain  to  lie  heard  from.  The  question  is,  how  are  we  to  account  for  this,  and  what 
is  the  remedy  ?  I  am  convinced  that  many  disasters  are  OAving  to  a  want  of  confidence  in  the  barometer, 
arising  from  apparent  inconsistency  in  its  indications,  with  the  phenomena  of  the  weather.  Thus,  it  is 
generally  understood,  that  a  rising  barometer,  is  an  index  of  fair  weather ;  but  there  are  certain  circum- 
stances under  which  it  is  the  j^i'eci'.rsor  oi  foul  weather.  Another  cause  of  error  is,  in  the  prevailing  belief 
that  all  gales  are  of  one  character  ;  if  this  was  so,  the  rules  which  have  l:)cen  furnished  would  be  all  that 
is  necessary,  but  in  the  gales  under  notice  they  do  not  apply.  By  this,  I  do  not  mean  to  impute  any  defi- 
ciency to  the  rules  of  rotary  gales ;  on  the  contrary,  it  is  by  consulting  them  that  we  give  them  an  exist- 
ence, and  are  able  to  distinguish  one  gale  from  another;  they  should  be  to  the  sailor  what  his  compass  and 
chart  are,  always  before  him,  ready  to  be  used  upon  all  occasions  of  stormy  weather.  The  veering  of  the 
wind,  when  in  accordance  with  those  rules,  Avill  indicate  that  the  gale  is  of  a  rotary  character ;  when  they 
do  not  agree,  I  conclude  it  is  of  a  dilTerent  character. 

In  looking  at  the  course  which  these  gales  have  taken,  it  is  apparent  that  they  follow  the  Gulf  Stream, 
from  the  beginning  to  the  end,  at  every  curve ;  some  consideration,  therefore,  must  be  given  to  local  influ- 
ence, as  whether  it  affects  the  character  of  the  atmospheric  phenomenon  in  question  or  not  ?  The  two 
atmospheres  which  border  upon  the  Gulf  Stream  dift'er  in  temperature  at  times  twenty  degrees ;  and  from 
the  evidence  which  observation  afibrds  us,  in  nearly  every  day  experience,  all  atmospheric  disturbance 
originates  from  this  cause ;  or  perhaps  it  is  only  one  of  the  causes.  Electricity  and  magnetism  may  com- 
bine. Electrical  phenomena,  we  learn  from  an  examination  of  the  log-books,  is  continually  exhibited  ia 
one  form  or  another,  in  the  Gulf  Stream;  it  is  there  that  clouds  and  rain  chiefly  collect,  and  fogs  and  vapor. 


GAM«   OF   THE    GULF   STllEAM.  305 

111  calm  clear  weather,  lieat  lightning  contiimcfi  throughout  the  night;  and  when  clouds  form,  and  conden- 
sation takes  [ilacc,  the  electricity  is  of  a  very  striking  character.  This  is  more  remarkable  when  a  southerly 
wind  blows,  of  high  temperature,  and  high  dew-point  cpialities,  which  the  southwest  winds,  from  the  Gulf 
of  Mexico,  always  possess.  A  loss  in  temperature  of  01113-  ^  couple  of  degrees,  will  produce  condensation 
MJien  this  wind  blows.  This  fact  I  have  from  high  authority,  who,  I  cannot  positively  say,  but  I  think 
Mr.  Espy.  As  the  Gulf  Stream  imparts  a  high  temperature  to  the  atmosphere,  in  contact  with  it,  it  is 
lighter  than  that  on  its  northern  side.  In  this  respect,  the  cold  atmosphere  acts  as  a  limit  to  the  southwest 
wind,  and  the  Gulf  Stream  as  a  channel.  Here,  the  same  phenomenon  of  atmospheric  pressure  is  exhibited 
which  we  tiud  on  entering  the  tropics.  The  barometer  in  the  tropics,  or  in  the  region  of  the  trade-winds, 
falls,  and  on  entering  the  GuLf  Stream  (for  instance,  from  New  York),  it  invarialdy  falls,  as  their  log-books 
show  ;  and  vessels  wdien  keeping  the  stream,  on  the  passage  from  this  side  of  the  Atlantic,  hardl}'  ever  have 
a  steady  barometer,  tw'elve  liours  any  day  in  the  passage.  An  instrument  so  keenly  sensitive  as  the  baro- 
meter is  to  the  least  disturbance  of  the  atmospheric  pressure,  cannot  be  too  highly  appreciated  in  a  locality 
subject  to  momentary  changes,  which  are  remarkable  for  their  violence.  The  weather  on  the  north  side  of 
\  the  Gulf  Stream,  when  compared  with  that  in  the  stream,  and  along  the  southern  edge,  is  of  a  much 
milder  character.  The  seas  in  the  stream  are  terrific  during  a  gale ;  opposite  currents  operate  to  break 
the  direction  given  them  by  the  wind,  when  a  concussion  takes  place,  causing  them  to  run  in  all  directions, 
while  their  height  is  the  result  of  the  diminished  pressure  of  the  atmosphere.  This,  and  all  the  other  char- 
acteristics of  bad  weather,  such  as  rain,  thunder,  and  lightning,  make  the  north  side  of  the  stream  preferable, 
during  a  gale. 

As  a  knowledge  of  the  indications  of  the  weather  about  the  Gulf  Stream  is  important  to  seamen,  who 
navigate  without  a  barometer,  or  who  have  not  much  reliance  upon  it,  a  few  observations  may  not  be  out 
of  place.  These  conclusions  are  drawn  from  a  comparison  of  a  large  number  of  observations,  taken  from 
the  log-books,  in  which  I  have  not  met  with  what  I  can  call  an  exception ;  I  consider  them,  therefore,  as 
sulTiciently  established  to  regard  them  as  fixed  focts,  from  which  tlie  navigator  may  determine  the  weather 
that  he  is  to  encounter.  When  a  southerly  w'iud  springs  up,  and  rain  soon  follows,  it  is  a  sure  indication 
of  a  ftdling  barometer ;  and  if  standing  towards  the  stream,  with  increasing  appearances  of  bad  weather,  he 
should  not  be  at  a  loss  to  know  how  it  M'ill  terminate;  for,  when  the  rain  comes,  the  change  of  wind  will 
soon  follow.  The  rain  always  precedes  the  change,  and  unless  it  rains  (in  a  gale  from  the  south),  it  is  not 
apt  to  be  serious.  By  knowing  the  ajiproacli  of  rain,  we  know  also  that  the  storm  is  approaching.  This 
can  be  ascertained  by  observing  the  dew-point  several  times  during  the  day.  The  following  method  is 
given  by  Mr.  Espy :  "  Take  two  thermometers  which  agree,  or  allow  for  the  diftereuce — cover  one  of  them 
with  a  wet  Mliite  rag,  and  swing  them  simultaneously  in  the  air  (for  it  will  not  do  to  let  them  be  at  rest), 
unless  the  wind  is  blowing  fresh;  when  it  is  discovered  that  they  cease  to  change  by  swinging,  take  103 
times  their  difference  and  divide  it  by  the  wet-bulb  temperature,  and  subtract  the  quotient  from  the  temper- 
ature of  the  naked  bulb— the  remainder  will  be  the  dew-point."  Of  the  apparent  inconsistency  in  the 
3d 


306  THE  WIND  AND  CURRENT  CHARTS. 

action  of  the  barometer,*  which  has  at  times  led  seamen  into  error,  I  would  remark  that,  in  the  gale  of  1852, 
before  the  wind  set  in  from  the  N.  E.,  the  barometer  ranged  unusually  high,  and  iell  as  the  gale  came  on,  while 
with  a  N.  W.  o'ale  the  barometer  rises  as  the  (jalc  increases.  Sometimes  it  rises  very  suddenhj,  zim\  falls  very 
suddenly  after  the  rise;  usually,  in  this  case,  a  shift  of  wind  takes  place  almost  simultaneously  with  the  foil, 
an  instance  of  which  is  given  in  the  following  extract  from  the  journal  of  the  English  vessel  Alarm,  bound 
from  Barbadoes  to  Antigua.  Alarm,  July  10. — Wind  N.  E.  and  lightning  in  the  eastward;  force  of  wind 
4  to  7;  weather  looking  very  wild,  gale  increasing  steadily.  Lat.  at  noon  16°  5'  N.,  long.  60°  55'  W.;  bar- 
ometer 29.92.  At  2  V.  M.  the  wind  suddenly  shifted  to  west,  and  in  an  hour  the  barometer  fell  from 
29.95  to  29.57,  and  the  wind  began  rapidly  to  increase  in  violence,  shifting  at  3  A.  M.  to  S.  S.  W.,  and 
veering  by  9  A.  M.  to  south,  remaining  in  that  direction  until  midday,  when  its  force  was  at  its  height 
10,  and  barometer  29.60,  with  an  irregular  sea.  Lat.  at  noon,  11th,  16°  N. ;  long.  59°  57'  W.  P.  M.,  wind 
beo-an  veering  to  S.  E.  and  abating;  by  5  P.  M.  wind  had  veered  to  S.  S.  E.,  and  by  11  P.  M.  to  S.  E., 

decreasing,  and  weather  clearing." 

This  is  a  case  similar  to  that  of  the  I.  R.  Gardner,  in  the  gale  of  1848  ;  both  vessels  were  in  front  of  a 

storm,  and  though  sailing  in  different  directions — one  to  the  north  and  the  other  to  the  south — they 

experienced  the  same  shift  of  wind;  and  the  barometer  on  board  of  the  Gardner  must  have  rose  also.     It 

is  to  be  inferred  so,  at  least,  from  the  remark  in  her  journal,  on  the  morning  of  the  25th  of  August,  when 

it  was  observed :  "At5  A.  M.  the  barometer  began  to  fall ;  at  half-})ast  seven  A.  M.  it  stood  29.30;  at  9 

A.  M.  the  wind  had  shifted  to  the  N.  W.  in  a  terrible  hurricane." 

Sailors  do  not  often  notice  tlic   barometer  when  it  ranges  high,  whether  the  weather  be  fair  or  foul; 

they  consider  that,  so  long  as  it  stands  high,  they  have  every  security  for  carrying  a  heavy  press;  the 

sudden  rise  is  consequently  unheeded  or  misunderstood.    The  importance  of  observing  all  fluctuations  must 

be  obvious  to  every  one,  particularly  in  the  tropics,  where  the  atmosjdieric  disturbance  begins.     In  the 

hifher  latitudes,  I  have  never  found  the  wind  to  shift  suddenly  from  a  hiyh  haromcier  to  a.  falling  one ;  this 

is  owiuff  no  doubt  to  the  spreading  out  of  the  storm;  it  however  happens  that,  after  blowing  from  the 

south  with  an  extremely  hw  barometer,  the  wind  will  shift  suddenly  to  a  northern  quarter  and  blow  much 

harder  with  a  risiuy  barometer  than  it  did  with  a  falling  one.     The  north  wind  being  of  greater  density, 

comes  with  greater  violence,  and  at  the  same  time  causes  a  rise.f     The  rise  which  takes  place  in  the 


*  '-Ship  Silas  Eicharth,  J.ames  Welsh,  commander,  bound  from  Baltimore  to  Liverpodl. — Feb.  0.  Lat.  at  noon,  4-j°  .38'  N. ;  long.  38° 
37'  W.  Begins  a  gale  from  S.  W. ;  at  2  P.  M.  it  hauled  suddenly  to  the  N.  W,  and  moderated,  but  the  barometer  fell  li.lO.  Reefed  the 
foresail.  At  7  P.  M.  moderate  weather  and  clear;  barometer  up  suddenly  to  29.70;  shook  out  the  reefs  of  the  foresail,  and  close-reef 
main-topsail.  Up  to  midnight,  moderate,  and  barometer  rising.  At  1  A.  M.  it  came  on  to  blow  one  of  the  heaviest  gales  that  I  ever 
saw  from  the  west,  for  abiiut  three  hours,  witli  hard  squ:ills,  and  this  with  the  barometer  rising.  Ends  more  moderate,  with  a  high  sea. 
The  freak  of  the  barometer  during  this  wind  is  rather  a  new  one  to  me;  I  will  place  less  implicit  reliance  on  it  hereafter.  For  about 
two  hours,  the  wind  blew  furiously ;  taking  in  sail  was  out  of  the  question,  so  1  kept  her  before  the  wind  and  sea  with  the  main-topsail 
settled  on  the  cap,  whole  foresail,  and  close-reefed  fore-topsail." 

f  "  .SVi/yj  (Itnj  Maiinering,  February  26,  1851. — At  the  time,  the  falling  of  the  mercury  and  the  appearances  of  the  weather  indi- 
cated an  approaching  gale  ;  the  wind  continued  quite  moderate ;  and,  previous  to  its  beginning  to  blow,  the  mercury  was  observed  to  be 
steadily  rising  again,  and,  as  the  sky  to  windward  was  again  looking  clear  and  settled,  no  danger  was  anticipated,  and  additional  sail 


GAl.KS    OF    THE    OUT.F    STIJEAM.  307 

front  of  a  storm,  is  one  which  seamen  should  bo  very  cautious  of,  as  a  sudden  rise  then  is  as  much  a 
departure  from  the  natural  conditions  of  the  atnaosphere  as  a  fall  is;  it  imlieatcs  a  disturbing  cause.  The 
case  of  the  Alarm  is  evidence  in  point;  her  Ijarometer  rose  froni  29. 9"2  to  29.9"),  and  in  an  hour  fell  to 
29.57,  nearly  four-tenth.s  of  au  inch.  A  cornx-t  solution  of  the  cause  of  this  rise,  woidd  be  a  great  satisfac- 
tion to  seamen,  and  until  it  is  explained,  I  fear  that  the  barometer  will  be  regarded  in  no  better  light  than 
it  is  at  present; — whereas,  it  is  the  mirror  of  nature — where  nothing  lies  secret  of  her  operations  in  the 
atmosphere. 

The  gale  of  1848  originated  in  the  tropic  east  of  the  "West  Indies — so  did  that  of  1852 — and  they 
seem  to  derive  their  course  from  the  surface-winds,  both  in  and  out  of  the  tropic.  About  the  parallel  of 
30°  N.,  where  the  S.  W.  wind  is  the  surface  wind,  they  move  to  the  N.  E.  In  the  tropic,  they  move  to 
the  N.  W.  between  the  two  trades,  in  the  direction  which  the  atmosplieric  pressure  decreases.  This 
diminished  pressure  follows,  too,  the  course  of  the  sun,  as  the  trades  do;  the  S.  E.  trade  moving  north  in 
the  summer,  this  belt  of  diminished  jiressure  is  pushed  back,  as,  likewise,  the  N.  E.  trade.  Ilenee,  wherever 
the  calorific  eflects  of  the  sun  are  the  most  active  in  giving  circulation  to  atmospheric  currents,  that  seems 
to  be  the  course  of  the  storm ;  and  where  the  atnios])heric  currents  of  the  northern  hemisphere  meet  in 
their  jjassage  from  the  equator  to  the  poles  and  the  poles  to  the  equator,  those  localities  are  more  sus- 
ceptible to  interruptions  of  bad  weather  than  any  others.  In  &ct,  the  intermediate  parts  of  the  ocean 
present  none  of  the  phenomena  wdiicli  characterize  the  tropic  and  the  Gulf  Stream.  The  diminution  of 
atmospheric  pressure  connects  the  character  of  the  weather  in  the  two  jjlaces,  and,  operating  as  a  pathway 
for  the  storm,  it  would  seem  that  an  Infinite  Wisdom  had  established  it  in  relation  to  other  winds  of  the 
ocean,  that  all  should  be  in  harmony  with  one  system,  wdiieh  weigheth  out  the  winds,  and  gives  to  each 
hemisjihere  its  due  share  according  to  the  time  and  season.  When  the  "east  wind  is  scattered, "■■•■  it  causeth 
the  dry  season  to  give  place  to  the  stormy  and  rainj-. 

W^ith  a  view  to  account  for  the  mysterious  phenomenon  we  are  endeavoring  to  explain,  the  possibility 
is  suggested  that  the  velocity  of  the  wind  from  the  poles  to  the  equator  would  be  increased  by  a  sudden 
diminution  of  the  atmospheric  pressure  at  the  equator,  or  a  violent  rush  might  take  place,  and,  where  the 
winds  met,  produce  a  wdiirl.  In  this  case,  only  one  jiart  of  the  gale  would  be  a  wdiirl,  and  this  about  the 
centre.     There  is  here  au  evident  real  cause,  acting  in  the  right  direction. 

I  have  seen  it  stated,  in  proof  of  the  existence  of  whiilwinds  in  the  northern  hemisphere  (termed 
rotary  gales),  that  ivaterspoids  and  ichirhvinds  had  been  seen  to  revolve,  "against  the  hands  of  a  watch,"  the 


made.     During  the  wliole  time  of  the  gale,  which  blew  fur  eight  or  ten  hours  with  great  violence,  carrying  away  the  f(ire  and  mizzen 
topsails,  the  latter  sail  being  close-reefed,  and  the  former  iu  the  act  of  close  reefing,  the  mercury  continued  to  rise. 

I"N.   B.    It  was  fully  eiglit  hours  from  tlie  time  that  tlic  mercury  begau  to  rise,  during  which  time  the  winds  were  quite  moderate, 
and  even  light  at  times,  before  the  gale  came  on.     At  10  A  M.  passed  the  ship  8hannon,  with  loss  of  cut-water  and  head  geer,  foresail, 
I    mainsail,  spanker,  and  fore-topsail.     Winds  in  the  first  part  southeast  to  east,  moderate ;  middle  and  hist  northeast  to  north,  heavy  gale. 

Lat.  at  noon,  40°  N. ;  long.  G7°  AV.     liaromctcr  at  noon,  29.8." 
'  *  .lob,  xxxviii.  21:    "I'.y  what  way  is  the  light  parted,  wliich  scattcrcth  the  east  wind?" 


308  THE  WIND  AND  CUKRENT  CHAKTS. 

same  way  which  the  gales  revolved.     If  that  can  be  taken  as  evidence,  some  must  revolve  in  the  opposite 
way,  as  will  be  seen  by  the  following  notice  of  one : — 

''Shij}  Phjmouth  Rod-,  Ootol)er  17,  1852. — First  part,  smart  squalls  of  wind  and  rain,  and  sometimes 
hail.  At  5  P.  M.  a  whirlwind  passed  ns,  not  a  ship's  length  oft"  making  a  noise  like  the  long  blowing  of  a 
whale.  It  passed  very  rapidly,  whirling  with  the  hands  of  a  watch.  Middle  and  latter  part  moderate, 
with  passing  clouds  and  occasional  showers.  Lat.  43°  2'  N.;  long.  62°  22'  W.  Barometer,  29.90;  winds 
W.,  W.  by  N.,  and  W.  N.  W." 

I  have  also  heard  it  urged  in  proof  of  the  existeuee  of  that  class  of  gales,  that  the  centre  must  be 
a  calm  as  the  consequence  of  a  whirl.  Here  we  have  a  report  in  which  the  centre  passed  directly  over  the 
ship  and  no  calm  : — 

"  U.  S.  Shij)  Erie,  Sept.  2-i,  184:8.— Wind  from  the  S.  S.  E.  for  several  days ;  gale  gradually  increasing  and 
barometer  falling ;  experienced  a  sudden  shift  from  S.  S.  E.  to  N.  N.  W.,  and  as  suddenly  back  to  S.  S.  E." 

This  was  a  gale  of  great  severity,  strewing  wrecks  everywhere  along  its  path ;  the  Erie  was  much 
crippled.  I  am  of  opinion  that  the  calm  in  the  centre  of  a  gale  is  caused  in  the  same  way  that  the 
equatorial  calms  are  between  the  two  trades. 

As  regards  the  direction  of  the  wind,  or  its  mode  of  action  in  gales  along  our  coast,  there  is  a  great 
difterenee  of  opinion;  but  among  some  of  the  intelhgent  and  experienced  seamen  of  the  European  trade, 
the  opinion  is  that  in  the  summer,  and  even  in  the  winter,  the  winds  on  the  opposite  sides  of  the  Gulf 
Stream,  where  it  runs  to  the  east  of  N.  E.,  blow  from  opposite  points ;  and  this  is  so  well  an  understood  fact, 
that  the  voyage,  both  forward  and  back,  is  performed  entirely  with  reference  to  the  advantage  which  those 
winds  offer.  It  is  in  accordance  with  this  fact  that  I  propose  to  consider  the  gales  of  the  Gulf  Stream. 
Before  doing  this,  I  wish  to  add  in  evidence,  a  letter  I  had  the  good  fortune  to  meet  with  while  in  search 
of  data  for  the  gale  of  1848.  The  circumstance  lander  which  it  was  written,  one  of  those  social  meetings 
sailors  occasionally  have  to  talk  over — the  incidents  of  their  voyages,  will  give  it  an  interest,  and  commend 
to  the  notice  of  seamen,  a  mode  of  obtaining  information  useful,  among  themselves,  and  of  great  benefit  to 
science.     It  is  from  the  pen  of  Captain  James  Welsh,  of  the  ship  Silas  Richards : — 

"Silas  liirhanb,  Sept.  G,  1848. — Since  we  have  left  the  vicinity  of  the  George's  Bank,  we  have  had 
regularly,  during  the  day,  the  wind  from  the  northward,  and  clear.  A  ship  working  along  inside  the  gulf 
could  have  done  well  by  standing  during  the  day  to  the  south  and  west,  and  back  to  the  northward  with 
the  squally  westerly  wind  at  night.  That  southerly  winds  prevail  on  the  southern  edge  of  the  stream, 
where  it  runs  to  the  east  of  N.  E.,  every  seaman  knows.  On  the  southern  edge  it  rains  pretty  much  day 
and  night,  with  squalls,  and  every  kind  of  bad  weather.  Two  years  ago  last  December,  I  was  in 
company,  at  our  hotel  in  Liverpool,  with  Captain  James  Rathbourn,  then  of  the  packet  ship  Oxford,  since 
washed  overboard  in  command  of  the  packet  ship  Columbia,  winter  before  last.  We  arrived  about 
the  same  time,  he  before  me;  and,  sailordike,  were  talking  over  our  passages;  I  from  Baltimore,  he  from 
New  York.  I  spoke  of  a  very  heavy  gale  that  I  had  in  the  latter  part  of  November,  from  south;  Avhich, 
after  blowing  exceedingly  heavy  ibr  eight  hours,  lianled  to  tlie  W.  S.  W.,  and  moderated  down  to  a  decent 


GALES   OK   TTIE    GULF   STREAM.  309 

gale ;  before  wliich,  ami  keeping  the  line  of  the  middle  of  the  stream,  had  seudded  for  several  daj's  smartly 
and  comfortably.  We  comjiared  notes — he  was  one  hundi'od  and  scvciity-five  miles  north  of  me,  due;  at 
the  same  time  that  I  had  the  gale  from  south,  he  had  a  gale  from  north;  whieh,  alter  eight  hours,  backed  to 
.the  N.  W.;  he  went  along  snugly  on  his  course,  ci'ossing  the  Banks  in  io°  oO',  and  had  better  weather 
than  I  had  farther  south."'  From  the  positions  of  these  vessels,  it  is  perfectly  plain  that  this  gale  does  not 
answer  to  the  character  of  the  rotary  gale.  lu  the  rotary  gale,  in  order  to  have  the  wind  as  they  had  it, 
theu-  bearing  would  be  due  east  and  west.  On  the  -Ith  of  the  same  mouth,  Captain  Welsh  remarks:  "Fine, 
clear,  strong  breeze  from  the  north ;  under  our  lee,  dark,  lowering,  squallydooking  weather.  I  should  like  to 
know  how  the  vessels  fifty  miles  S.  S.  E.  of  us  have  had  the  wind  and  weather  the  last  twenty -four  hours." 

It  is  much  to  my  regret  that  I  have  not  been  able  to  find  a  vessel  to  answer  exactly  to  this  bearing ; 
but  the  ship  Columbia,  in  that  direction,  forty-eight  miles  due  east,  has  the  wind  N.  N.  W.,  fresh,  squally, 
and  cloudy,  with  barometer  at  29.75.  The  weather  which  Captain  W.  here  ol)serve?,  reminds  me  of  that 
I  observed  in  the  U.  S.  brig  Pioneer,  in  October,  1844,  while  oft"  Cape  Hatteras;  and  I  take  occasion  to 
notice  it  as  illustrative  of  the  effect  of  those  antagonistic  forces — heat  and  cold,  which  are  ever  in  operation 
about  the  Gulf  Stream.  Our  vessel  was  on  soundings,  where  we  could  distinctly  trace  the  line  of  demarca- 
tion between  the  stream  and  the  inshore  waters.  The  'whole  face  of  the  heavens  east  of  us  was  spread 
with  a  black  mass  of  clouds,  stretching  N.  E.  and  S.  W.,  directly  over  the  stream,  and  the  lightning  an 
incessant  blaze,  with  sharp  rolling  thunder;  the  clouds  swept  rapidly  before  a  strong  S.  W.  gale,  and  lower 
than  I  ever  saAV  them — when  the  lightning  illuminated  the  .scene,  playing  in  the  deep  hollows  of  the  sea,  as 
we  have  seen  thunderstorms  among  mountain  gorges ;  it  was  full  of  grandeur,  and,  contrasting  with  our  own 
position,  brought  to  my  mind  that  allusion  in  Scripture,  which  .seems  to  apply  so  entiixdy  to  the  wonderful 
purpose  of  the  Gulf  Stream  :  "  Hitherto  shalt  thou  come,  but  no  further ;  and  here  shall  thy  proud  waves  be 
stayed."     There,  only  a  few  miles  distant,  raged  the  storm  and  the  ocean — liere,  was  entire  harmony. 

In  the  foregoing  remarks,  I  have  endeavored  to  draw  the  attention  of  seamen  to  those  important  facts 
which  indicate  the  weather,  and  forewarn  its  approach.  If  I  have  at  times  deviated  from  this,  to  give  place 
to  a  sentiment  inspired  by  the  works  of  nature,  it  was  an  indulgence  which  the  flicts  might  fully  justify 
\vithout  detracting  from  the  interest.  I  have  drawn  as  little  from  my  imagination  as  possible,  and  courted 
no  theories ;  if  the  form  in  which  the  iufonnation  is  expressed  proves  useful,  I  shall  have  accomplished  my 
object  with  much  gratification. 

Data  for  the  Gale  of  1848. 

"  Bi-ic]  Sarah.  August  20.— Steering  to  the  N.  W.,  had  a  fresh  gale  from  N.  E.  Lat.  at  noon,  1G°  32' ; 
long.  53°18'  W.     Between  the  20th  and  23d,  the  wind  veered  to  S.  E.  with  the  sun. 

August  23.  Winds  still  S.  E.     Lat.  20°  40' ;  long.  o9°  00'  W. 

August  31.  Wind  S.  to  S.  W.  All  the  night  lightning  from  the  N.  W.  to  N.  E.  At  G  A.  M.  took 
a  squall  from  W.  S.  W. 

September  1.  Wind  W.  and  light,  with  a  heavy  sea  from  the  N." 


310  THE  WIND  AND  CURRENT  CHARTS. 

''Bark  L  R.  Gardner.  August  24. — 4  P.  M.  the  wind  commenced  to  haul  from  AV.  round  to  N.  N.  E. 
Lat.  at  noon  '23°41' ;  kmg.  73912'. 

August  25.  Course  S.  S.  W.;  at  6  P.  M.  Atwood's  Key  bore  S.  by  W.  ten  miles.  At  10  P.  M.  a  great 
part  of  the  S.  and  S.  W.  sky  became  dark,  with  heavy  flashes  of  sheet  lightning,  and  heavy,  distant  thunder. 
At  5  A.  M.  kept  away  for  Mayaguana  Island  passage.  At  6  A.  M.  the  barometer  began  to  fall ;  sent  down 
yards,  and  housed  mizzen  topmast,  and  made  ready  for  a  hurricane.  Commenced  to  rain  and  blow  very 
heavy,  with  a  terrible  sea  on.  At  7  hours  30  minutes  A.  M.  barometer  29.8.  At  11  A.  M.  29.00.  The 
wind  at  9  A.  M.  had  shifted  to  the  N.  W.  in  a  terrible  hurricane.  Near  to  the  Island  of  Mayaguana ; 
from  the  vessel  running  S.  by  W.  kept  off  to  the  S.  and  E.  to  bring  to  on  the  port  tack,  and  got  round, 
head  IST.  N.  E.  Vessel  now  inider  bare  poles,  and  getting  head  up  to  the  old  sea — vessel  run  bow  tinder, 
cut  away  head  booms  to  ease  her,  which  made  a  great  difference,  keeping  head  to  wind,  and  no  plunge  into 
the  terrible  sea  which  now  agitated  the  ocean.  Wind  kept  hanling  more  to  the  W. ;  at  past  noon  of  the 
25th,  commenced  to  lull,  and  seemed  past  its  dreadful  height. 

August  2(3.  Hurricane  from  S.  W.,  and  heavy  rains.  At  1  P.  M.  weather  getting  more  moderate.  At 
Ih.  30m.  P.  M.  barometer  up  to  29.2,  and  after  that,  kept  going  up  very  fast  to  29. G,  and  tlie  sea  smooth  and 
regular.  At  5  P.  M.  it  broke  away  in  the  southern  C[uarter,  set  reefed  foresail,  and  wore  to  the  east,  blow- 
ing a  gale  from  S.  S.  W.     At  4  A.  M.,  wind  S.  E.,  stood  to  the  S.  S.  W." 

It  should  be  noticed  that  the  I.  R.  Gardner  was  running  directly  before  the  wind,  towards  the  cloud, 
which  is  moving  to  the  N.  W.  at  right  angles  with  the  wind.  As  soon  as  the  cloud  reached  her,  the  wind 
shifted  to  the  N.  W.     This  occurred  while  the  barometer  was  falling. 

In  the  rotary  gale,  with  the  wind  N".  W.,  her  barometer  would  be  at  its  lowest  mark,  and  begin  to  rise 
when  the  wind  veered  Avest;  but  it  continued  falling  for  two  hours  after  the  shift,  until  the  wind  was  at  S.  W., 

which  was  the  hardest  part  of  the  liurricane ;  and  the  gale  should  have 
left  her  at  this  point ;  whereas,  it  veered  to  the  S.  E.  Now,  in  the  circular 
gale,  we  have  c  for  the  cloud,  and  the  dotted  line  fur  the  ship's  course  to- 
wards it,  meeting  the  wind  at  the  arrow.  At  this  point,  her  distance  from 
the  centre  would  begin  to  increase,  the  centre  at  this  time  bearing  N.  E.; 
consequently,  the  barometer  ought  to  have  indicated  a  rise,  unless  the 
progressive  motion  was  suspended,  and  it  revolved  in  one  spot.  In  this 
case  she  would  be  the  same  distance  from  the  centre,  where  the  arrow 
touches  the  line  of  progression,  and  the  barometer,  at  the  same  height. 
But  we  know  that  it  had  a  progressive  motion  of  fifteen  or  twenty  miles  per  hour. 

Again,  if  we  continue  the  course  of  the  vessel  to  the  S.  E.  point  of  the  circle,  there  is  no  way  in  which 
the  vessel  could  get  there  unless  the  progressive  motion  ceased;  here,  then,  the  centre  Avould  bear  S.  W. ; 
but  at  this  tim(;  it  was  near  the  Bahama  Bank,  bearing  N.  W.  It  follows,  then,  from  the  direction  of  the 
last  wind,  viz:  S.  E.,  that  the  wind  from  N.  E.,  N.  W.,  and  S.  W.,  blew  towards  the  centre  of  the  storm, 
and  when  tlic>  wind  was  at  S.  W.  she  wastlie  nearest  to  the  centre,  at  which  time  the  barometer  was  lowest; 


GAI,KS   OK   THE    riUI.K   STKKAM.  311 

and  from  tlial  point  it  kept  rising,  plainly  sliowing  that  it  luul  a  progressive  motion,  wliicli  the  observations 
confirm.     As  tlie  eipiilibrinm  was  restored,  tlic  wind  veered  into  tlu;  usual  ti-ade-\vind. 

"K  ,S.  S.  Marion,  Sept.  1.  8  1'.  M.,  lat.  42°  40';  long.  42°  ^V.■,  under  royals,  with  a  line  steady  breeze 
from  the  S.  W.;  sky  perfectly  clear,  and  barometer  29.95,  with  a  iS.  W.  swell.  lU  P.  M.,  wind  increasing, 
il  became  necessary  to  shorten  sail,  until  at  midnight  the  topgallant  sails,  mainsail,  jib,  anil  spaidvtn-  had 
been  furled,  and  three  reefs  successively  taken  in  the  topsails.  At  this  time  the  barometer  stood  29.^."), 
with  the  sky  still  free  from  clouds  of  any  description. 

At  2  A.  M.,  Sept.  2,  the  wind  had  increased,  when  the  topsails  were  close-reefed ;  the  shiii,  however, 
continued  on  her  course ;  the  clouds  now  commenced  rising  in  the  S.  AV.,  and  scudding  rapidly  in  a  N.  K. 
direction.  At  4  A.  M.  barometer  29.80.  At  daylight,  every  appearance  of  a  strong  gale ;  clouds  in  diftljrent 
strata  flying  in  different  directions,  the  sea  running  higher  and  higher,  and  the  barometer  gradually  falling. 
The  ship)  was  hove  to  on  the  port  tack  under  close-reefed  foresail,  topsails,  main  trysail,  mizzen  storm 
spanker,  and  fore  storm-staysail;  head  up  to  W.  >S.  W.  and  off  to  west;  the  wind,  consequently,  at  this 
period  of  the  gale,  was  about  S.  S.  E.  (S.  E.  as  corrected  for  variation).  At  8  A.  M.  it  commeneed  raining, 
■while  the  gale  appeared  on  the  increase  ;  and  during  tlie  forenoon,  as  there  was  every  indication  of  its  con- 
tinuance, the  shi^D  was  made  as  snug  as  possible,  by  sending  down  light  yards,  housing  topgallant  masts, 
and  furling  topsails.  At  noon  Saturday,  Sept.  2,  lat.  42°  53';  long.  43°  40';  barometer,  29.25.  The  gale 
appeared  to  be  gaining  additional  force  from  occasional  squalls  of  wind  and  rain.  At  12  hours  30  min., 
however,  much  to  our  surprise,  the  wind  died  completely  away.  The  weather  assumed  a  more  favorable 
appearance,  and  the  ship  was  left  entirely  without  steerage  way,  and  at  the  mercy  of  a  most  tremendous 
sea.  This  condition  of  things  lasted  about  thirty  minutes,  during  which  time  the  barometer  fell  from  29.25 
to  29.5,  and  then  rapidly  to  its  alarming  minimum,  28.63." — Extracted  from  the  remarks  of  R.  AV.  Schu- 
feldt.  Acting  Master,  IT.  S.  Navy. 

The  situation  of  the  Marion  must  certainly  be  a  new  one,  inasmuch  as  a  similar  case  has  never  come 
to  our  knowledge,  of  the  wind  veering  from  S.  W.  to  S.  E.  in  a  rotary  gale,  and  the  gale  moving  to  the  N. 
E.  It  is  one  too  of  extreme  danger  on  all  sides — first,  the  danger  of  springing  the  masts  by  heavy  rolling, 
which  induces  sail  to  be  made  if  there  is  the  least  wind,  and  favorable  appearances.  Secondly,  that  with 
a  topsail  on  the  ship — such  is  the  violence  of  the  wind — she  will  go  over  before  the  sail  2:)arts,  and  lying  in 
the  trough  of  the  southerly  swell,  Avould  swamp  immediately. 

Under  such  circumstances,  every  seaman  will  consult  his  barometer  before  he  makes  sail.  This  case 
suggests  a  great  caution  to  be  used  in  carrying  sail  with  a  falling  barometer,  and  wind  veering  S.  E. 

If  this  gale  had  been  a  "whirlwind,"  then,  when  she  had  the  wind  at  S.  "W.  the  centre  bore  N.  W., 
and  it  ought  to  have  been  passing  east  of  her,  and  the  wind  veering  west.  Had  the  gale  been  perfectly 
stationary,  she  would  have  passed  west  of  it  by  her  own  rate  of  sailing ;  but  give  it  the  velocity  which  it 
really  had,  of  forty  miles  the  hour,  at  an  angle  of  45°  degrees  with  the  course  the  vessel  made,  it  seems  im- 
possible to  assign  her  a  position  so  as  to  bring  the  centre  to  bear  S.  AV.  after  having  bore  N.  W. 

"/S7(/}j  Liverpuol,  New  York  to  Liverpool.     John  Eldridge  Commander. — August  31.     Commences 


ol2  THE  WIND  AND  CUBEENT  CHARTS. 

moderate  and  pleasant ;  all  sail  set,  and  continues  so  throughout.  "VVe  have  been  set  one  degree  to  the 
cast  the  last  twenty-four  hours.  Uur  latitude  yesterday  being  39°  50',  and  longitude  G3°  49'. — To-day  it 
is  -1:0°  25'  and  (jO°  00'.  For  the  first  twelve  hours,  course  E.  |  N.  and  east,  with  the  winds  N.  AV.  and  W. 
byN. ;  distance  run  twenty-nine  miles.  Barometer  29.78.  to  29.74. — For  the  last  twelve  hours,  course 
cast,  and  E.  by  S.;  wind  west.     Distance  run  thirty-seven  miles.     Barometer  29.71  to  29.70. 

Sept.  1.  Commences  brisk  breezes  and  gloomy  weather.  At  5  P.  M.  commenced  raining;  shortened 
sail.  At  10  r.  M.  had  double-reefed  topsails  on,  and  blowing  very  hard,  with  rain  in  torrents,  and  sharp 
lightning.  At  midnight,  it  blew  very  hard;  furled  everything,  but  close  reefed  fore  and  main  topsails.  At 
6  A.  M.  the  fore-topsail  blew  away;  we  stopped  the  rags  for  awhile.  At  9  A.  M.  wore  ship  to  the  S.  E. 
It  blew  violently,  with  a  tremendous  sea.     Ends  strong  gales  and  cloudy  weather. 

No  observation ;  latitude  by  D.  K.  40'^  53';  longitude  58°  40'.  For  the  first  six  hours  the  course  was 
E.  by  S. ;  wind  S.  AY.  Barometer,  29.68;  distance  nineteen  and  a  half  miles;  the  next  four  hours,  the  course 
Avas  cast,  wind  S.  S.  E.;  barometer,  29.48.  The  next  two  hours,  the  course  was  E.  N.  E.,  wind  S.  E.;  baro- 
meter, 29.30 ;  distance  for  the  last  six  hours  tifteen  miles.  From  midnight  till  two,  course  N.  N.  E.,  wind 
cast,  barometer,  29.20.  From  two  to  six,  course  N.  N.  E.,  wind  east,  barometer  every  two  hours  29.20 — • 
29.10—29.04.  At  six,  29.04,  when  the  fore-topsail  blew  away.  At  8,  barometer  29.10;  at  10,  29.14; 
course  S.  E.,  and  wind  E.  N.  E.  At  twelve,  uoon,  barometer  29.20,  wind  E.  N.  E.,  hauling  northerly  and 
barometer  rising."  ....         -  .       .  ... 

In  this  example,  we  have  the  course  and  distance  run,  with  the  corresponding  direction  of  the  wind 
and  the  changes  in  the  barometer;  and  the  winds  and  courses  cannot  be  made  to  agree  with  the  diagram  of 
the  rotary  gale.  The  whole  number  of  courses,  if  reduced  to  one,  make  it  neaidy  in  a  line  with  the  storm. 
She  was  on  the  right-hand  side  of  its  path,  on  the  starljoard  taclc  (according  to  rule),  in  which  case,  she 
should  have  come  vji,  but  was  headed  off.  The  Marion  was  on  the  same  side,  upon  the  2wrt  iacl;  and  came 
up.  This  makes  an  entire  reversion  of  the  rotary  rules.  If  the  Liverpool  had  been  moving  faster  than  the 
storm,  then  the  veering  of  the  wind  would  have  been  in  accordance  with  the  rule;  but,  as  we  know  that  it 
travelled  at  a  much  greater  rate,  the  veering  of  the  wind  was  in  opposition  to  it.  This  change  of  wind 
can  only  happen  when  the  storm  has  a  southeast  progression ;  yet,  in  the  words  of  Mr.  Eedfield,  "  such 
southeastern  course  in  a  great  storm  of  the  northern  hemisphere,  so  far  as  I  know,  has  not  yet  been 
established." 

'■^Barque  Mnrcdla.  On  the  2d,  the  wind,  which  had  veered  from  southwest  to  south,  changed  to  north- 
northwest  in  a  hard  gale.     Lat.  40°;  long.  50°  6'." 

"  Geneva,  Aug.  30.  Had  the  wind  S.  W.  by  S.,  which,  on  the  2d  of  Septend)er,  had  veered  to  a  gale 
-from  the  south,  and  suddenly  clianged  to  the  north  in  a  furiom  gale.  Barometer,  at  the  time  of  change, 
29.1.     Lat.  30th,  37°  38' ;  long.  58°  50'.     September  2,  lat.  39°  30' ;  long.  56°  20'." 

As  another  instance  of  hurricanes  veering  from  S.  AV.  to  N.  E.  I  have  the  following  notice : — 

''^Briij  Ollrer  (French).  Havana,  thirty-eight  days;  bound  to  Bordeaux;  put  in  here  in  distress, 
having,  on  the  8th  instant,  in  lat.  36°  37'  N.,  long.  69°  AV.,  experienced  a  hurricane  from  S.  AV.  to  N.  E. ; 


GALEri   OF   TUE    GULF   BTKEA.M.  313 

rarricd  away  mainmast,  fore  topmast,  sprung  bowsprit,  stove  bulwarks,  and  received  other  damage." — I\^eio 
York  Herald  of  September,  1853.  Tliis  is  a  newspaper  report,  but  as  newspaper  reports  are  often  so 
incorrect,  I  have  never  ]ilaced  much  reliance  upon  them.  All  the  data  which  I  liave  used  have  been 
obtained  from  the  log-books,  where  mistakes  are  easily  detected. 

^^  Brig  Marij  Ann,  Sept.  2.  Begins  with  fine  weather,  wind  S.  W.  Middle  and  latter  parts,  heavy  gale 
from  southwest,  inclining  to  west,  and  high  sea  from  west-northwest.     Lat.  37°  4(3';  long.  4-i°  30'. 

Sept.  3.  All  this  day  brisk  breeze  from  west  to  northwest  and  very  heavy  swell  from  northwest. 
Many  land  birds  and  water  fowl  around.     Lat.  i-i"  23' ;  long.  45°  15'." 

'^  Ship  Saraiiake,  Aug.  31.  Winds  from  west  to  southwest,  strong,  with  heavy  squalls.  Lat.  43°  4G'; 
long.  36°  50'. 

Sept.  1.     Southwest  winds,  moderate  and  variable.     Lat.  44°  14' ;  long.  38°  50'. 

Sept.  2.  Winds,  first  part,  south-southwest;  during  the  night,  heavy  gale  from  north  northwest. 
Lat.  44°  24';  long.  42°  7'." 

^^BarJc  Kathleen,  Aug.  30.  Course  to  the  S.  E.,  with  brisk  breezes  from  the  south  to  S.  W.  Lat. 
33°  00' ;  long.  64°  04'.     Barometer,  30.05. 

Aug.  31.  Wind  S.  to  S.  S.  W.,  strong  breeze  and  fine  weather.  Barometer,  30.00.  Lat.  31°  33'; 
long.  61°  15'. 

Sept.  1.     Strong  breeze  from  S.  W.     Barometer,  30.00.     Lat.  29°  42';  long.  57°  37'. 

Sept.  2.     Moderate  from  S.  W.  by  S.     Barometer,  30.00.     Lat.  28°  IS';  long.  54°  48'." 

In  this  course,  the  barometer  rose  with  the  S.  W.  wind. 

Now  let  us  compare  this  with  the  Creole. 

"  Creole,  Aug.  31.  S.  W.  and  S.  S.  W.  gales,  ends  W.  S.  W.,  light  airs  with  a  confused  cross  sea. 
Lat.  45°  15';  long.  38°  19'. 

Sept.  1.  Wind  S.  W.  and  foggy — thence  to  N.  and  calm;  a  high  rolling  sea  in  all  directions.  Lat. 
45°  25';  long.  38°  45'.     ' 

Sept.  2.  Wind  S.,  with  squalls  and  rain;  by  11  A.  M.  it  veered  to  N.  E.  in  a  violent  gale — close- 
reefed.     Lat.  45°  00' ;  long.  42°  20'. 

Sept.  3.  Heavy  gales  from  N.  N.  E.  to  N.  N.  W.  with  rain  ;  latter  part  from  N.  to  N.  N.  W.  With 
this  vessel  it  veered  from  S.  W.  to  N".  E.,  as  it  did  with  the  Liverpool  and  Marion.  With  the  Kathleen,  it 
was  steady  at  S.  W." 

The  information  which  seamen  wish  most,  is  that  which  they  can  put  in  practice  the  moment  it  is 
called  for.  On  the  approach  of  a  storm,  they  wish  to  know  what  winds  may  be  anticipated  from  a  falling 
barometer,  and  how  that  wind  will  veer  according  to  the  course  steered.  In  Plate  X.,  the  diagram  for 
the  tropic  shows  the  prevailing  winds  as  surface  winds.  It  must  be  evident  to  every  one,  that,  if  any  other 
wind  appears  on  the  surface,  the  conditions  which  sustain  the  equilibrium  of  that  region  are  changed,  and 
the  barometer  must  fall.  In  this  case,  the  upper  currents  must  find  their  way  to  the  surface ;  which,  accord- 
ing to  the  diagram  for  the  tropic,  will  be  from  the  N.  W.  or  W.,  and  the  W.  or  S.  W.  Now,  it  is  easy  to 
40 


314  TUE  WIND  AND  CURRENT  CHARTS. 

see  lioAV  the  wind  -will  vcci".  It  mnst  go  back  to  its  former  condition,  as  the  N.  E.  and  S.  E.  trade,  to  restore 
the  equilibrium.  On  one  side  it  will  veer  from  the  west  (by  the  south)  to  the  eastward,  and  on  the  other, 
from  the  west  (by  the  north),  to  the  eastward.  If,  then,  a  vessel  be  steering  to  the  northward,  with  the  wind 
S.  W.,  veering  westerly  and  north,  she  must  be  crossing  the  course  of  the  storm  (if  the  storm  is  travelling 
in  a  western  direction).  It  is  plain,  that  his  course  ought  to  be  to  the  south  as  soon  as  possible,  in  order  to 
get  out  of  the  line  of  the  storm's  path.  This  requires  but  a  short  run  off  of  the  course  to  place  a  vessel 
beyond  the  reach  of  danger ;  and  is  certainly  worth  the  sacrifice.  The  same  reasoning  holds  good  on  the 
other  side — north  side.  The  diagram  on  the  Plate,  for  the  gale  of  1852,  represents  the  surface  winds  in  the 
higher  latitudes.  ,      .  ■, 

JJalafor  tlie  Gale  of  1852. 

The  geographical  character  of  this  gale  is  represented  on  Plate  XVII.,  beginning  at  the  parallels  of 
thirty  north,  and  about  seventy-two  west,  travelling  in  a  N.  W.  direction  towards  the  Gulf  Stream,  where  it 
turns  to  the  north  and  east,  and  becomes  identified  with  the  course  of  the  stream.  Due  west  of  this,  about 
the  meridian  of  80°,  appears  another  gale  moving  to  the  N.  E.  with  the  wind  from  N.  E.  The  track  of  the 
"  United  States"  separates  the  two ;  without  her  track,  many  difficulties  would  have  occurred  in  tracing  the 
one  which  I  have  carried  out ;  and  as  it  would  be  impossible,  even  on  a  larger  scale,  to  represent  both  on 
the  same  plate,  I  have  thought  it  would  conduce  much  more  to  the  interest  of  the  phenomenon,  by  laying- 
down  that  })ortion  of  it  only  which  marks  the  distinction.  It  is  remarkable  that  the  distance  between  the 
two,  on  the  29th,  is  but  little  over  three  hundred  miles ;  at  which  time,  and  nearly  on  the  same  parallel,  one 
wind  is  from  the  east,  and  the  other  from  the  west ;  and  by  a  comparison  of  the  barometrical  observations, 
there  apjjears  a  diminished  pressure  on  the  2yth  to  the  east  of  the  "  United  States,"  and  a  diminished  pressure 
to  the  west  of  the  Oxford.  On  the  29th,  the  "United  States"  has  it  blowing  towards  the  Fawn  ;  as  this  gale 
passed  off,  her  barometer  rises,  and  tlie  wind  turns  to  the  N.  E.,  blowing  towards  a  point  of  depression  some- 
where between  the  positions  of  the  Oxford  on  the  30th,  and  the  1st.  The  heights  of  the  barometer  are 
only  put  down  to  point  out  this  feature,  my  object  being  as  much  as  possible  to  avoid  a  confusion  of  observa- 
tions, in  order  to  give  a  precise  and  clear  understanding  of  the  progress  and  action  of  the  wind,  as  ves- 
sels were  aiiected  by  it ;  to  attempt  to  give  every  fact,  would  defeat  the  design ;  and  as  it  does  not  sacrifice 
any  of  the  information  which  it  is  intended  to  express,  I  am  satisfied  it  will  be  found  the  most  convenient 
for  practical  use.  Vessels  not  noted  on  the  Chart,  are  mai'ked  omitted.  The  winds  are  given  by  compass. 
Our  first  report  is  from  the  schooner  Fawn,  from  Baltimore,  for  Jamaica.  "From  midnight  of  the  26th  of 
September,  to  the  28th,  a  fresh  S.  W.  wind,  and  the  sea  rolling  from  N.  E.  and  E.  N.  E. ;  course  to  the  S.  E. 
Barometer,  30.50 — very  high  indeed.  On  the  28th,  at  2  P.  M.,  the  wind  suddenly  died  away.  At  -4 
■P.M.  it  came  out  from  E.N.  E.  Towards  6  and  7  P.  M.,  the  sea  came  from  S.  E.,  and  the  wind  changed 
from  E.  N.  E.  to  E.  S.  E.  in  a  heavy  thunderstorm  ;  took  in  all  sail;  sea  increasing  fast;  constant  light- 
ning observed  from  S.  E.  to  S.  "W-,  of  a  pale  blue  color ;  the  sea  meeting  from  all  directions,  causing  the 
vessel  to  be  very  uneasy,  and  sending  columns  of  spray  from  thirty  to  twenty  feet  high. 


GAr,E.S   OF   THE    fiULF   STREAM.  i^l5 

At  8,  wind  increasing;  barometer,  30.00.  {During  the  afternoon,  a  Jifni;/  hcitk  extended  from  cad  to 
S.  W.)  At  10  liours  30  mill.  P.  M.  liove  to  uiiilcr  two  reefed  foresail.  At  miduiglit,  barometer  2'.l.l. 
Scliooner  heading  S.  by  E.  and  S.  S.  E.  on  the  port  taelc,  and  barometer  fulling  half  an  inch  every  three 
liours.  At  9  A.  M.  wore  to  the  N.  E.  and  furled  foresail,  blowing  violently,  and  the  sea  in  :i  most  awi'nl 
commotion,  filling  the  vessel  fore  and  aft.  At  noon,  no  change;  if  possible  blowing  harder,  with  t(jrreiits 
of  rain.     Barometer,  28.00. 

On  the  29th,  continued  gales,  sometimes  little  lulls,  when  the  wind  would  come  again  Avitli  increasing 
force,  wind  steady  at  E.  S.  E ;  schooner  heading  from  X.  E.  to  N.  P].  by  E.  ^ly  wife  in  the  cabin  states  the 
barometer  still  falling.  Between  5  and  G  P.  M.  wind  had  veered,  schooner  heading  S.  E.  by  E.  The 
change  must  have  been  sudden,  as  I  had  looked  at  the  compass  only  about  half  an  hour  previous.  At 
7  hours  80  min.  P.  ^L  heading  S.  S.  E.,  from  which  hour  until  10  P.  }A.  a  gradual  change  took  place  in  the 
wind,  and  ray  wife  told  me,  after  I  went  below,  that  the  barometer  had  not  fallen  since  10  P.  M.^  at  which 
time  it  stood  but  very  little  above  27  inches,  say  onedmndredth.  At  midnight  some  clearing  seen  in  the 
horizon,  and  it  cleared  and  moderated,  in  less  than  half  an  hour,  leaving  me  with  the  wind  due  west.  The 
barometer  rose  in  five  hours  to  30.5,  and  rising  more,  and  the  wind  went  round  to  the  ordinary  trade. 
I  saw  at  daylight  the  heavy  bank,  and  took  the  bearing;  east  end,  N.  N.  E. ;  west  end,  S.  AY.  by  AV.  I 
must  have  been  very  near  the  centre,  and  I  consider  that  I  owe  my  safety  to  standing  to  the  N.  E."  It  will 
l>o  observed  that,  from  the  26th  to  the  28th,  it  blew  fresh  from  the  S.  AA^.  The  S.  W.  wind  is  here  tlie 
surface  wind  of  the  Atlantic  Ocean;  the  sea  did  not  rise  with  this  wind,  and  the  liarometer  stood  extraor- 
dinarily high.  At  the  same  time  that  the  wind  was  blowing  from  the  S.  AV.  a  heavy  swell  set  from  the  N. 
E.,  indicating  a  N.  E.  wind  to  the  N.  E.  of  the  vessel.  Again,  from  the  bearings  of  the  storm-cloud,  it  is 
very  evident  that  it  moved  at  that  time  to  the  N.  AV.  In  the  rotary  gale,  this  line  of  progression  does  not 
explain  the  veering  of  the  wind  from  a  S.  AV^.  quarter  to  a  N.  E.  quarter.  Accoi'ding  to  Mr.  Redfield's 
statement,  we  should  expect  the  veering  of  the  wind  from  the  southern  or  southwestern  quarter,  to  the 
northeastern,  when  the  storm  has  a  S.  E.  progression.  I  refer  you  to  page  306,  the  third  line  from  the 
bottom,  of  the  American  Journal  of  Science,  second  series,  vol.  i.  18-1:6.  Such  southeastern  progression 
might  serve  to  explain  the  veering  of  the  wind  from  the  southern  or  southwestern  quarter  to  the  north- 
eastern, which  appears  in  some  of  the  above  European  reports,  and  was  also  found  in  the  extremely  violent 
Hurricane  of  December  12,  184-1,  in  the  Eastern  Atlantic,  in  which  two  of  the  New  York  packet  shijis 
were  lost  by  foundering,  a  fact  unexampled  in  the  history  of  our  navigation.  But  such  southeastern 
course,  in  a  great  storm  of  the  northern  hemisphere,  so  far  as  I  know,  has  not  yet  been  established. 

Its  progress  to  the  N.  AV.  was  not  far  from  the  Pawn's  position,  for  on  the  2Uth  we  find  it  moving 
to  the  N.  E. 

"  U.  S.  Ship  Relief,  Sept.  28,  civU  time.    AVind  S.  S.  AY.  to  S.  by  E.;  force  -1.    Barometer,  30.12.  AVeather, 
blue  sky  with  clouds.     Lat.  39°  40' ;  long.  71°  32'  AY. 

Sept.  29.  During  the  2-4  hours,  weather,  blue  sky  with  clouds;  wind  S.  by  AY.  and  N.  E.  At  8  P.  M. 
reefed  topsails.     Lat.  39°  25' ;  long.  70°  30'. 


316  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  30.  First  part  Aveatlier,  blue  sky,  with  clouds ;  wind  N.  E.,  force  6.  Middle  part,  weather  cloudy, 
close-reefed  topsails,  reefed  foresail.     Barometer,  30.07.     Lat.  38°  06' ;  long.  68°  06'. 

Oct.  1.  Cloudy  all  this  day ;  wind  N.  E.,  force  7  and  8,  with  a  heavy,  irregular  sea  on,  and  ship  lying- 
to  on  port  tack.     Lat.  37°  i'J' ;  long.  67°  OS'.     Barometer,  29.82. 

Oct.  2.  All  this  day  weather  the  same  as  yesterday ;  a  rough  sea  from  the  northward  and  eastward; 
wind  N".  E.  and  N.  N.  E.— force,  7  and  8.     Barometer,  29.91.     Lat.  37°  34' ;  long.  66°  20'." 

"Ship  Iconium,  September  26.  At  meridian  discharged  the  j^ilot;  wind  fresh  from  N.  W. ;  ship  moving 
heavy,  being  very  deep,  drawing  19J  feet  water. 

Sept.  27.  First  jxxrt  fresh  from  N.  W. ;  last,  moderate,  with  fine  weather,  ship  under  all  drawing  sail ; 
a  heavy  head  beat  sea  with  ripplings.     Lat.  39°  33';  long.  71°  41'.     Barometer,  29.85. 

Sept.  28.  Begins  with  pleasant  breezeis  from  the  north,  middle  and  last  variable  ;  among  tide-rips  and 
drift  stuff.     Lat.  39°  29' ;  long.  70°  15'.     Barometer,  30.00. 

Sept.  29.  (In  the  stream.)  Begins  pleasant,  middle  and  last  part  baffling  to  S.  W.  winds  throughout;  S. 
S.  E.,  S.  and  S.  W. ;  ends  calm.     Barometer,  29.90.     Lat.  39°  50' ;  long.  68°  45'. 

Sept.  30.  (In  the  stream.)  Begins  calm ;  at  4  P.  M.  a  sudden  change  to  the  N.  E.,  and  overcast. 
Barometer  falling;  middle  part  fresh;  shortened  sail;  ends  a  fresh  gale  with  small  rain.  At  6  A.  M. 
passed  through  a  body  of  cold  water ;  no  change  in  color,  it  being  deep  blue.  Ends  with  all  appearances  of 
a  severe  gale ;  ship  under  double  reefs ;  wind  N.  E.     Lat.  32°  00' ;  long.  67°  00'.    Barometer,  29.00. 

Oct.  1.  (In  the  stream.)  Begins  with  a  furious  gale ;  ship  under  close  reefs,  the  sea  breaking  in  upon 
us  in  every  direction,  and  the  ship  making  water  fast ;  one  pump  constantly  going.  Middle  part  ship  under 
a  close  reef  main  topsail;  both  jiumps  going  all  night  with  four  feet  water  in  the  hold.  At  6  A.  M.  all  hands 
came  aft,  requesting  me  to  bear  away  for  a  port,  not  considering  the  ship  seaworthy.  Put  the  ship  before 
the  wind ;  steering  S.  W.,  our  decks  flooded  with  water.  Stove  the  bulwarks  and  quarter  boat.  Ends  a 
furious  gale,  ship  laboring  hard,  and  all  hands,  with  the  officers,  at  the  pumps  ;  wind  throughout  N.  E. 
Lat.  38°  30'  N. ;  long.  66°  W.  Barometer,  28.00."  (The  situation  of  this  vessel  shows  the  danger  of  steer- 
ing to  the  S.  E.  in  a  N.  E.  gale,  with  a  falling  barometer.) 

"  Oct.  2.  (In  the  stream.)  Ship  under  a  close  reef  main  topsail,  steering  W.  S.  W.  with  much  rain.  At 
4  A.  M.  shipped  a  sea,  which  stove  the  cabin  doors  and  windows,  filling  the  cabin  with  water ;  middle  part 
less  wind.  At  4  A.  M.  freed  the  ship,  ends  moderating;  made  sail  as  required,  wind  hauling  northerly 
fromN.  E.  Lat.  37°  49';  long.  67°  30'.  Barometer,  28.05— rising  slightly."  It  will  be  seen  that  there 
was  nothing  gained  by  bearing  up,  but,  on  the  contrary,  it  was  increasing  the  danger. 

The  rule  in  a  similar  case  would  be,  before  the  gale  has  come  to  a  crisis,  to  stand  to  the  north  until 
the  barometer  rises.  We  have  authority  for  this,  by  referring  to  the  position  of  the  Gallia,  north  of  the 
Iconium.  She,  by  keeping  her  latitude,  made  fine  weather.  The  Iconium,  whose  barometer  is  the  lowest 
28  inches,  taken  as  the  centre  of  the  gale,  gives  the  wind  at  positions  N.  E.  of  her  blowing  towards  her, 
with  a  mathematical  exactness.     And  the  Comet,  E.  S.  E.  from  her,  has  the  wind  on  the  first  and  second  S. 


GALES   OF  THE   GULF  STKEAM.  iJ17 

E.  and  K. — blowin"'  towards  lior.  In  a  rotary  gale,  vessels  N.  E.  of  her  would  liavc  the  wind  S.  E.,  and 
those  E.  S.  E.  of  her  would  have  it  8.  8.  W. 

"Ship  Cornel,  Sept.  28.  ^Viud  light  and  moderate,  with  line,  elear  weather.  Lat.  o9°  5-i' ;  long.  G9°  55' 
"W.    Barometer,  30.13  ;  wind  S.  S.  \V. 

Sept.  29.  Moderate  and  elear,  wind  S.  S.  E.  and  S.     Lat.  40°  00' ;  long.  68°  00'.     Barometer,  30.20. 

Sept.  30.  Begins  calm.  Wind  sets  in  from  north,  veering  N.  E.  and  E.  N.  E. ;  course  to  the  S.  E. ;  cloudy 
weather.  Barometer  now  falling.  Strong  -wind,  and  baddooking  weather.  Lat.  38°  10';  long.  G3°  15'. 
Barometer,  30.05. 

Oct.  1.  Wind  E.  N.  E.  to  S.  E.,  strong  gales,  and  squally  weather ;  latter  part  moderating,  but  not  set- 
tled.    Barometer  still  foiling.     Lat.  37°  20' ;  long.  13°.     Barometer,  29.85. 

Oct.  2.  Wind  E.  and  E.  S.  E. ;  strong  and  heavy  gales,  with  squally,  bad-looking  weather.  Lat.  37° 
02' ;  long.  C2°  20'.     Barometer,  29.-15. 

Oct.  3.  Wind  E.  to  N.  N.  E.  and  N.  At  1  P.  M.  commenced  blowing  a  hurricane,  which  lasted 
about  four  hours,  and  tlien  settled  to  a  steady  strong  gale  from  the  north.  At  1  liour  30  miu.  blew  the 
foretopmast  staysail  from  the  bolt-rope.  At  2  hours  30  miu.  P.  M.  the  foretopmast  went  over  the  side, 
taking  the  main-top-gallautmast  with  it.  The  ship  behaved  admirably.  Lat.  at  noon,  3G°  -±3' ;  long. 
.61°  40'.  Barometer  30.05."  Her  barometer,  at  noon  of  the  2d,  stood  29.45  ;  as  it  was  only  one  hour  after 
■that  the  hurricane  commenced,  it  must  have  been  much  lower,  though  no  mention  is  made  of  it.  When 
the  next  observation  is  made  it  is  at  noon  of  the  3d,  when  it  stands  at  its  former  height. 

'■'■Brig  Eolns,  Se])t.  28.  At  12  P.  M.  sailed  from  Boston  with  a  fine  breeze  froniN.  W.  and  clear; 
barometer  30.00.  From  (3  to  8,  wind  hauled  gradually  to  N.  E.;  barometer  rises  a  triile.  Middle  j^art, 
light  airs,  and  pleasant.  Latter  part,  strong  and  cloudy.  Barometer,  at  noon,  30  in.  (in  the  stream,) 
Lat.  41°  35';  long.  68°  25'. 

Sept.  29.  Lat.  41°  10'  X.;  long,  68°  11'.  Barometer  30.20;  continues  strong  wind  and  cloudy, 
^fiddle  quite  modei'ate ;  wind  hauled  to  the  west;   latter  part  fresh  from  the  X.  N.  E.  and  rainy. 

Sept.  30.  Fresh  from  the  N.  E.  by  X.  and  rainy.  Barometer  fiills  a  tenth  ;  middle  part  strong  wind 
from  X.  E.  and  very  threatening.  Latter  part,  wind  increasing.  Lat.  39°  25';  long.  67°  03'.  Barometer, 
30.10.  .     . 

Oct.  1.  Wind  strong  with  a  high  sea ;  middle  and  last  part  the  same,  with  increasing  wind  from 
E.X.E.     Lat.  38°  05';  long.  66°  17'.     Barometer,  30. 

Oct.  2.  In  the  stream,  with  a  furious  gale  from  E.X.E.  and  bad  sea.  Lat.  37°  43';  long.  63°  35'. 
Barometer,  29.8. 

Oct.  3.  Heavy  gales  and  high  sea.  Barometer  rises  one-tenth,  middle  part  wind  moderate,  and  hauls 
north.     Latter  part  fresh  gales  from  X.  X.  E.  and  very  gusty.     Lat.  37° ;  long.  60°  32'. 

Oct.  4.  First  part  fresh  gales  from  X.  X.  E.  and  squally ;  middle  part  the  same  ;  latter  part,  light  and 
clear.    Barometer,  30.2.    Lat.  36°  40';  long..  59°  56'.  ... 


318  THE  WIND  AND  CURRENT  CHARTS. 

^^ Baric  Annie  Buchiam,  Sept.  27.  1  P.  M.  passed  the  light-ship,  good  breezes  and  pleasant.  Baro- 
meter, 29.8  ;  winds  N.  W.  N.  and  N.  N.  W.     Lat.  38°  57' ;  long.  70°  12'. 

Sept.  28.  Fresh  breezes  and  cloudy— all  sail  set.  Barometer,  30.00 ;  winds  N.  N.  W.,  E.  N.  E.,  E.  N.  E. 
Lat.  36°  56' ;  long.  67°.     Crossed  the  Gulf  Stream  without  experiencing  any  perceptible  easterly  current. 

Sept.  29.  Lat.  35°  28' ;  long.  64°  52'.  Barometer,  29.9  ;  wind  fresh  from  E.  K  E.  to  E.  S.  E.,  S.  S.  E.  to 
S.  S.  "W.     At  5  A.  M.  tacked  to  the  eastward,  latter  part  quite  moderate. 

Sept.  30.  Light  and  baffling,  with  showers  ;  latter  part  strong  breezes  from  E.  to  S.  E.  by  S.  Finst 
and  middle  part  from  S.  W.  to  W.  and  N.  to  E. ;  barometer,  29.8.     Lat.  35°  12';  long.  63°  08'. 

Oct.  1.  Hard  breeze  with  rain,  two  reefs  in  middle;  and  end  moderate  and  pleasant.  Lat.  35°  17'; 
long.  60°  16'.     Barometer,  29.9  ;  wind  S.  S.  E.,  S.  by  E.,  S.  by  W." 

"  Bark  Francis,  Sept.  25.  Light  breezes  and  pleasant ;  winds  from  the  E.  S.  E.,  S.  S.  W.  and  S.  E. ; 
barometer,  29.8.     Lat.  20°  10';  long.  53°  47'. 

Sept.  26.  Cloudy  and  squally  weather;  wind  from  S.  to  N.  and  E.K E.  light,  S.W.  fresh.  Lat. 
22°  27';  long.  55°  ^Y.     Barometer,  29.7. 

Sept.  27.     Winds  light  and  pleasant  from  E.  S.  E.     Lat.  21° ;  long.  56°  5'.     Barometer,  29.7. 

Sept.  28.     Winds  E.  S.  E.  first  part  light,  latter  fresh.     Lat.  25°  33';  long.  56°  53'.     Barometer,  29.9. 

Sept.  29.    Wind  throughout  E.  S.  E.  fresh  and  pleasant.    Lat.  27°  31' ;  long.  58°  31'.    Barometer,  29.9. 

Sept.  30.  Wind  first  part  S.  E.  light,  latter  jaart  S.S.W.  and  cloudy.  Lat.  22°  04';  long.  59°  40'. 
Barometer,  29.9. 

Oct.  1.     Winds  S.  W.  fresh  throughout  and  cloudy.     Lat.  31°  ;  long.  60°  41'.     Barometer,  29.9. 

Oct.  2.  Ileavy  gales  and  squally,  with  heavy  sea  from  northward.  Wind,  first  part,  S.  W.;  middle, 
W.  S.  W.  heavy;  last,  AY.  heavy.     Lat.  33°;  long.  61°  47'.     Barometer,  29.6. 

Oct.  3.  First  jiart,  wind  W.  N.  W.  light;  middle  part,  N.  N.  W.  light;  last  part,  N.  E.  light  and 
squally.     Lat.  33°  30';  long.  62°.    Barometer,  29.6." 

"Shij)  Element,  Sept.  25.  Brisk  breezes,  and  cloudy;  a  rough  chop  sea  on.  Wind  IST.  N.  W.  and  N. 
Lat.  29°  08';  long.  65°  10.     Barometer,  29.85. 

Sept.  26.  Light  airs  and  calms,  with  a  heavy  rolling  swell  from  N.  N.  E.  Lat.  29°  31';  long.  ii{i°  16'. 
Barometer,  29.85. 

Sept.  27.  Light  airs  and  fine  weather;  heavy  northerly  swell.  First  and  third  part  calm;  last,  wind 
S.  E.     Lat.  29°  49';  long.  Q6°  49'.     Barometer,  30.  . 

Sept.  28.  First  part,  light  breeze;  latter  part,  fresh  and  cloudy.  Winds  S.  E.  tliroughout.  Lat. 
30°  58' ;  long.  68°  02'.     Barometer,  29.90. 

Sept.  29.  Brisk  breezes,  and  dark,  cloudy  weather;  heavy  swell.  Winds  S.  S.  E.,  S.  E.,  and  K  E. 
Lat.  32°  20';  long.  69°  10'.     Barometer,  29.90. 

Sept.  30.  Strong  breezes,  and  squally  weather,  with  thunder  and  lightning.  Winds  N.  E.,  E.  N.  E., 
and  N.  by  E.     Lat.  33°  47';  long.  71°  04'.     Barometer,  29.80. 


GALES   OF   THE    GULF   STREAM.  319 

Oct.  1.  First  part,  heavy  gale;  last  part,  moderate.  Wind  N.  throughout.  Lat.  34°;  long.  72°  37'. 
Barometer,  29.40. 

Oct.  2.  Begins  strong  breeze  and  cloudy;  ends  strong,  with  high  sea.  Winds  N.  by  E.,  N.  E.,  and 
N.  E.  byN.     Lat.  34°  34';  long.  72°  53'.     Barometer,  30. 

Oct.  3.  First  and  mid  parts,  strong  breeze;  latter  j)arts  moderate.  Winds  N.  N.  E.  Lat.  35°  54'; 
long.  73°  54'.     Barometer,  30.10."  . 

"Steamer  United  States,  from  Kingston  to  New  York,  Sept.  25.  At  King.ston.  Wind  N.  W.,  N.; 
light  breeze  and  calm. 

Sept.  27.  Wind  fresh  from  K  W.,  and  clear.  At  6  P.  M.  left  Kingston.  Barometer,  29.7;  air,  81° ; 
water,  83°;  current  west,  1  knot.     Lat.  19°  32';  long.  74°  50'. 

Sept.  28.  Winds  fresh  from  N.  N.  W.,  N.,  and  N.  W.,  and  squally.  At  6  hours  45  min.  P.  M.,  Cape 
Mayse  bore  west  five  miles.  At  midnight,  the  west  end  of  Great  Inagua  bore  east  four  mOes.  At  8  hours 
30  min.  A.  M.,  west  end  of  Mayaguana,  N.  E.  five  miles.  At  11  A.  M.  passed  S.  S.  Sierra  Nevada,  hence 
for  Aspinwall.  Meridian,  strong  N.  W.  and  squally.  Lat.  22°  52' ;  long.  73°  18'.  Current,  W.  S.  W.  1 ; 
barometer,  29.7. 

Sept.  29.  Winds  from  N.  N.  W.,  N.  W.,  and  W.  N.  W. ;  strong  and  squall}',  with  a  heavy  head 
swell;  washed  out  the  head-boards.     Lat.  26°  8';  long.  73°  28'.     Barometer,  29.50;  air,  81°;  water,  80°. 

Sept.  30.  Strong  breezes  and  squally,  with  a  heavy  swell.  Wind  N.  W.  and  N.  Lat.  29°  24';  long. 
73°  36'.     Barometer,  29.70 ;  air,  78°  ;  water,  79°. 

Oct.  1.  Winds  N.  N.  W.,  N.,  and  N.  N.  E. ;  strong  and  clear,  with  a  very  heavy  swell  from  N.  N.  E. 
At  meridian,  strong  from  N.  N.  E.  and  cloudy.  Lat.  32°  53';  long.  74°  7'.  Barometer,  29.8;  air,  72° 
to  77°. 

Oct.  2.  Winds  strong  from  N.  N.  E.  and  clear,  with  heavy  swell  At  10  P.  M.,  entered  the  gulf,  in 
long.  74°  15' ;  at  8  A.  M.  came  out  in  74°  17'.  At  meridian,  strong  breeze  and  heavy  swell  from  N.  E. 
Lat.  36°  19';  long.  74°  18'.     Barometer,  29.9;  air,  67°;  water,  67°. 

Oct.  3.  Strong  breeze  from  N.  and  clear.  At  2  hours  30  min.,  made,  the  light-ship  on  the  five-fathom 
bank.     At  11  A.  M.,  passed  Sandy  Hook.     Winds  throughout,  N.  N.  W.,  N.,  and  N.  E." 

''Ship  Anstis,  Sept.  29.     Light  breezes ;  wind  S.  E.,  S.,  W.     Lat.  36°  56' ;  long.  75°  09'. 

Sept.  30.  First  part,  fresh ;  latter  part,  a  gale.  Winds,  N.  N.  W.,  N.  E.,  S.  E.  Lat.  36°  05' ;  long. 
72°  16'.  ■:..',.,/.      -■..■  ... 

Oct.  1.     A  gale  of  wind.     Lat.  35°  27' ;  long.  70°  30'.     Winds,  N.  N.  E.  throughout. 

Oct.  2.  First  part,  a  gale;  latter  j^art  more  moderate.  Lat.  35°  47';  long.  68°  43'.  Winds  N. N.E. 
throughout. 

Oct.  3.     Fresh  gales;  winds  throughout  N.  E.     Lat.  34°  37';  long.  67°  10'. 

Oct.  4.     Fresh  and  squally;  baffling.     Lat.  33°  26';  long.  67°  00'." 

''Shij)  Siddons,  Sept.  29.  Light  breezes;  fine  and  pleasant  weather.  Winds,  S.  by  W.;  calm,  N.  by 
W.     Barometer,  30.5.     Lat.  40°  20' ;  long.  73  °25'. 


o 


320  TUE  WIND  AND  CURKENT  CUARTS. 

Sept.  30.  Begins  frcsli  winds  and  clear;  middle,  strong  winds;  last  part,  strong  gales;  double  reefed 
the  topsails.     Winds,  N.  E.,  N.  E.,  N.  E.     Lat.  38°  59'  ;long.  72°  43'.     Barometer,  30.1. 

Oct.  1.  All  this  day  strong  gales,  with  a  very  heavy  sea  on;  close-reefed  the  topsails,  and  reefed 
courses.     Weather  clear.     Lat.  38°  21';  long.  72°  00'.     Barometer,  30.00. 

Oct.  2.  All  this  day  strong  gales,  and  very  heavy  sea;  running  under  close  reefs,  and  reefed  courses. 
Barometer,  high  and  steady.  Lat.  38°  01';  long.  71°  15'.  Barometer,  30.5.  Winds  the  same  as  the  1st, 
N.  N.  E.,  N.  N.  E.,  N.  N.  E. 

Oct.  3.  Strong  winds,  but  inclining  to  moderate ;  weather  clear ;  made  all  sail ;  still  rugged ;  heavy 
swell  coming  from  east.     Winds,  N.  N.  E.     Lat.  38°  01' ;  long.  66°  15'.     Barometer,  30.1. 

Oct.  4.  Light  and  clear;  pleasant  weather.  Winds,  N.  E.,  N.  E.,  N.  E.  Lat.  37°  13';  long.  64°  45'. 
Barometer,  30.1."  ' 

"Shij^  Gallia,  Sept.  28.  First  part,  light;  middle  and  last,  fresh  and  squally.  Lat.  42°  50';  long.  58° 
52'.     Barometer,  30.00.     Winds,  S.  S.  W.  and  K 

Sept.  29.     Light  and  pleasant  throughout.     Winds,  N.  by  E ;   calm,  S.  S.  E.     Lat.  42°  42';   long.  60 
20'.     Barometer,  30.1     Current,  S.  E.  two  knots. 

Sept.  30.  Light  and  cloudy;  winds  south  to  north,  and  N.  E.  by  N.  Lat.  42°  22';  long.  63°  40'. 
Barometer,  30.1. 

Oct.  1.  Throughout  pleasant.  Winds,  N.E.,  E.N. E.,  E.N. E.  Lat.  42°  05';  long.  68°  02'.  Barometer, 
30.1. 

Oct.  2.  Begins  light;  ends  fresh  and  pleasant.  Lat.  41°  15';  long.  71°  20'.  Barometer,  30.1.  Winds, 
E.  N.  E.,  E.  N.  E.,  E.  N.  E." 

"  U.  S.  Ship  Vandalia,  Sept.  26.  Wind  light,  with  passing  clouds.  Lat.  28°  07' ;  long.  63°  19'. 
Barometer,  20.91.     Wind,  N.N.  E.,  and  N.  E.  by  N. 

Sept.  27.     Wind  light  from  east,  and  E.  by  S.     Lat.  20°  15';  long.  64°  35'.     Barometer,  30.18. 

Sept.  28.  Moderate  breezes,  and  hazy,  threatening  weather.  Wind,  S.  E.,  variable,  S.  E.  to  S.  W., 
variable,  S.  W.  to  N.  W.     Lat.  31°  19' ;  long.  66°  24'.     Barometer,  30.11. 

Sept.  29.  Frst  part,  light  breezes;  middle  part,  fresh  and  sr[ually;  latter  part,  fresh  gales  and  cloudy, 
with  rain.  Barometer,  29.74,  at  midnight.  Lat.  32°  46';  long.  67°  49'.  Barometer,  30.07.  Winds, 
variable,  southward  and  eastward;  variable,  southward  and  eastward;  variable,  southward  and  eastward. 

Sept.  30.  Heavy  gales,  and  squally.  At  4  A.  M.  barometer  29.66.  Gale  heaviest  at  6  A.  M.,  witBi 
rising  barometer,  29.68,  with  the  wind  N.  by  E.  Lat.  34°  29';  long.  69°  40'.  Barometer  at  noon,  29.92. 
Winds  throughout  variable,  northward  and  eastward,  N.  E.,  and  N.  by  E. 

Oct.  1.  Moderate  gales,  and  squally.  Winds,  N.  N.  W.;  N.  and  N.  by  E.  Lat.  34°  31';  long.  69°. 
Barometer,  20.90." 

"  Brigi  Shawmvt,  Sept.  27.     At  noon,  off  Sandy  Hook ;  wind  N.  N.  E. ;  calm ;  south.     Barometer,  30.10. 

Sept.  28.     Light  winds  all  day  from  S.  S.  E.     Barometer,  30.20.     Lat.  40°  2';  long.  69°  28'. 

Sept.  29.  Strong  wind  all  day.  Winds  S.  W.,  W.  N.  W.,  and  N.  E.  Barometer,  30.20.  Lat.  40° 
16';  long.  67°  50'. 


GALES   OF   THE    GULF   STHEAir.  321 

Sept.  30.     Strong  winds ;  double  reefed ;  wind  N.  E.     Barometer,  30.05.     Lat.  39°  54' ;  long.  (3o°  30'. 

Oct.  1.     No  change ;  winds  N.  E.,  E.  N.  E.,  N.  E.     Barometer,  30.     Lat.  39°  29';  long.  1)5°  18'. 

Oet.  2.  Laying  to;  very  heavy  sea  on;  wind  E.  N.  E.  to  N.  E.  Barometer,  80.10.  Lat.  40°  5'; 
long.  64°  48'. 

Oct.  3.     Moderate  from  N.  K  E.     Barometer,  30.18.     Lat.  39°  37';  long.  04°  27'. 

Oct.  4.  Moderate  winds  from  N.  E.  by  IST.,  N.  E.  and  E.  X.  E. ;  all  .sail  set.  Barometer,  30.15.  Lat. 
S9°  40' ;  long.  62°  55'. 

Oct.  5.  Heavy  rain  squalls ;  calm ;  wind  S.,  S.  S.  "\V.,  strong.  Barometer,  29.85.  Lat.  40°  8' ; 
long.  60°  32'. 

Oct.  6.  First  part  squally;  last,  heavy  gale.  Barometer,  29.80.  Lat.  41°  30';  long.  58°  15'. 
Winds  S.  S.  W.,  N.  W.,  K  N.  W. 

Oct.  7.  Winds  N.  W.,  calm,  W.  K  W.,  light;  all  sail  set.  Barometer,  30.  Lat.  40°  28';  long. 
56°  25'." 

"^'Shijj  U.  Z.  New  York  to  Liverpool,  Sept.  30.  Winds  moderate  and  pleasant;  middle  part  calm; 
change  from  S.  S.  E.  to  N.  E.  Lat.  41°  48';  long.  60°  24'.  Current,  three-quarters  of  a  knot  per  hour 
east.     Barometer,  29.8. 

Oct.  1.  First  part  moderate ;  middle  fresh ;  and  ends  moderate ;  winds  N.  E.  by  E.  to  E.  X.  E.  Baro- 
meter, 29.8.     Lat.  40°  29';  Ion sr.  57°  24'.     Current  the  same. 

Oct.  2.  Moderate  and  pleasant ;  winds  N.  E.  and  E.  N.  E.  Barometer,  29.8.  Lat.  40°  25';  long.  55° 
40'.     Current  E.  S.  E.  three-quarters  of  a  knot. 

Oct.  3.  First  part  moderate ;  middle,  heavy  gale ;  ends,  heavy  gale.  Lay  to ;  wind  N.  E.  to  N.  E. 
byE.     Lat.  39°  22';  long.  53°  45'.     Barometer,  29.7. 

Oct.  4.  Begins  with  strong  gale;  ends  moderate  and  pleasant;  winds  N.  by  E.  and  N.  Lat. 
89°  30';  long.  52°.     Barometer,  29.7.     Current,  east  half  knot.     Ends,  barometer  rising.'' 

"  Barque  A.  F.  Janness,  Sept.  28.  First  part,  wind  N.  X.  W. ;  second  part,  S.  S.  E. ;  third  part,  S.  S.  E. 
Lat.  at  noon  38°  88' ;  long.  72°  30'. 

Sept.  29.  First  part,  wind  S.  S.  E.;  second  part,  S.  E. ;  third  part,  S.  E.,  light  and  hue.  Lat.  38°  48' ; 
long.  71°  20'.  ■  •  '         - 

Sept.  30.  Throughout,  winds  S.  W.  and  light.  Lat.  37°  50';  long.  69°  25'  W.  Current,  two  knots 
X.  E.  by  E.  ■ .  ■ 

Oct.  1.  First  part  light,  S.  W. ;  middle  and  last,  blowing  a  very  hea\y  gale  from  the  N.  E.  Current, 
one  and  a  half  knots  N.  E.  by  E.     Lat.  37°  10';  long.  08°  30'. 

Oct.  2.  First  and  middle  parts,  wind  X.  E.  and  X.  E.  by  E. ;  latter  part,  X.  E.  blowing  a  heavy  gale, 
with  a  large  sea  on.     Lat.  36°  30' ;  long.  68°.     Current,  one  and  a  half  knots. 

Oct.  3.     Winds  throughout  X.  X.  E.  and  X.  E. ;  moderate  gale.     Lat.  35°  51' ;  long.  67°." 


*  Omitted. 

41 


322  THK  WINU  AND  CURKENT  CUARTS. 

"Ship  Morlivter,  New  York  to  Loudon,  Sept.  30.  Moderate  gales;  middle  and  last  part,  strong  gales. 
Lat.  39°  23' ;  long.  G8°  44'.     Winds  N.  N.  E.,  K  E.  by  K 

Oct.  1.     Very  heavy  gale  tlirougliout.     Wind  K  E.  by  K     Lat.  38°  52' ;  long.  07°  37'. 

Oct.  2.  Very  heavy  gale,  with  very  heavy  boisterous  sea;  ship  laboring  hard.  Lat.  38°  21';  long. 
07°  40'  W.     Wind  N.  E.  by  N.  throughout. 

Oct.  3.  Wind  and  sea  both  moderate  to  a  topgallant  breeze;  wind  N.  E.  by  N.,  N.  N.  E.,  N.  E.  by  K 
Lat.  38°  30';  long.  07°  20'  W. 

Oct.  4.     Moderate  and  light  gales.     AVind  N.  E.  by  N.     Lat.  38°  5';  long.  05°  14'." 

"■Ship  John  Haven.  This  abstract  I  invite  your  attention  to,  particularly  the  manner  in  which  it  is  kept, 
and  the  information  it  contains  does  great  credit  to  Ca])tain  Ilicker.         •    . 

^Shlpi  JoliK,  Haven.     Erom  New  York  bound  to  New  Orleans. 

Sept.  24,  1852.  Moderate  and  pleasant;  at  noon  cloudy  ;  winds  N.,  N.E.,  E.  N.  E.  Barometer,  30.20  ; 
air,  04°;  water,  00°.     Lat.  38°  58';  long.  72°  18'  W. 

Sept.  25.  Moderate  weather;  winds  E.N.  E.,  E.,  E.  Barometer,  30.05;  air,  00°;  water,  78°.  Current 
26  miles  E.  N.  E.  for  48  hours.     Lat.  30°  19' ;  long.  71°  30'  W. 

Sept.  26.  Moderate.  Entered  the  gulf  in  lat.  38°  15';  long.  72°  5'.  Left  in  lat.  35°  47';  long.  71° 
15'.     Winds  east,  calm,  S.  S.  W.     Barometer,  30;  air,  70°;  water,  76.     Lat.  noon,  35°  30';  long.  70°  53'. 

Sept.  27.  Great  quantities  of  gulf- weed  about.  Winds  S.  S.  W.,  S.  S.  W.,  S.  S.  W.  Barometer  30.10. 
Lat.  32°  48' ;  long.  68°  38'.     Air,  75°  ;  water,  77°. 

Sept.  28.  Heavy  swell  from  the  west,  and  strong  tide-rips.  Winds  S.S.  W.,  S.  S.  W.,  south.  Baro- 
meter, 30.10.     Air,  80° ;  water,  77.     Lat.  32°  33' ;  long.  09°.     Current  N.  E.,  one  knot  per  hour. 

Sept.  29.  Throughout  the  24  hours,  baffling  and  squally,  with  torrents  of  rain  and  heavy  thunder, 
with  very  sharp  and  constant  lightning;  wind  through  the  night,  from  all  points  of  the  compass,  in  flaws, 
succeeded  by  calms.  At  daylight,  rain  cleared  off,  and  a  moderate  breeze  succeeded  from  N.  E.  Six  ships 
in  company.*  Barometer  steady  at  30  inches.  Lat.  32°  11';  long.  09°  45'.  Winds  calm,  calm,  N.  E. 
moderate. 

Sept.  30.  Commences  squally,  more  rain  than  wind,  but  weather  looking  threatening.  Took  in  light 
sails.  4  P.  M.  single-reefed,  raining  and  wind  getting  up.  Barometer  commenced  to  fall.  At  5  the  weather 
looking  bad,  but  not  much  wind ;  close-reefed  the  fore  and  main-topsails,  and  set  them ;  also  set  fore- 
topmast  staysail.  Furled  every  other  sail  in  the  ship  snug ;  the  wind  steady  at  N.  N.  E.  and  increasing. 
At  0  blowing  harder  and  glass  going  down ;  ship  running  nine  knots  S.  S.  W.  J  W.  At  10  blowing  a 
storm;  lost  foretopmast  staysail,  and  foretopsail ;  braced  up  main-yard,  and  hove  to;  in  twenty  minutes  the 
main-topsail  blew  away  (nearly  a  new  sail),  also  all  three  topgallant  masts  by  the  caps,  studding-sails  out 
of  the  tops,  mainsail,  and  main-spcncer,  both  of  which  were  snugly  furled.     At  10  P.  M.  it  was  a  most  fear- 


Ihc  Nathaniel  Kimball  and  Ann  .larvis,  also  a  banjup,  all  dismasted,  except  lower  masts,  in  tliis  burricanc,  arrived  at  New  Orleans 
some  time  after  us. 


GALES    OF    THE    V.VLF    STUKAM.  323 

I'ul  hurricane,  at  which  time  tlie  barometer  reached  its  lowest  point  and  l)e,L':au  to  p:p  up;  tiie  wind  blew  with 

great  violence  until  1  A.  ^^.,  when  it  began  to  moderate,  and  continued  to  moderate  until  noon,  leaving  a 

high  turbulent  sea.     Ends  moderate,  fine  weather;  employed  bending  other  sails,  and   repairing  damage. 

Barometer  at  4  P.  M.,  2i».00;  at  6,  29.80;  at  7,  29.70;  at  8,  29.()5;  at  9,  29.45;  at  10,  29.15;  at  11,  29.20,  and 

rising.      Winds,   throughout,  steady  at  N.  N.  E.,  moderating  at  N.  E.     Lat.  at  noon,  30°  51';  long.  71°. 

A  southwesterly  current,  one  knot  per  hour.' 

[  Here  we  have  every  evidence  that  these  gales  exhibited  their  greatest  violence  in  the  Gulf  Stream,  as 

•will  be  seen  by  all  the  vessels  which  steered  towards  it.     The  leonium  was  very  near  being  lost,  and  the 

Comet  was  dismasted,  though  the  latter  is  reported  to  have  behaved  admirably.     The  vessels  on  the  south 

side  committed  a  like  error  by  steering  to  the  N.  AV.,  with  falling  barometers,  although  they  did  not  meet  with 

Any  damage;  but  it  would  be  difficult  to  .say  which  made  the  narrowest  escape;  having  the  wind  at  S.  E., 

their  great  danger  was  in  being  struck  aback  by  a  sudden  shift  to  the  north.     Deeming  it  rather  jiremature 

to  lay  down  any  specific  rules  of  action,  more  than  those  I  have  given,  I  thought  it  safer  that  the  examples 

■which  the  two  gales  afibrd,  should  be  received  as  references  which  are  free  from  an}'  likelihood  to  mislead. 

Having  investigated  all  the  data  which  has  come  to  hand  of  the  gales  of  1848  and  1852,  and   traced 

the  phenomenon  to  causes  connected  vrith  the  general  system  of  atmospheric   circulation,  there  I  leave  it 

for  the  author  of  that  system  to  determine   more  fully  those   relations.     The  information  to   be  gathered 

from  the  system  of  observation  now  in  practice,  should  interest  every  seaman  and  make  him  zealous  in  the 

cause.     The  ship-builder  constructs  the  ship  to  outsail  those  of  every  other  nation — the  ]ihilosopher  points 

out  the  "wind-roads  oi  the  ocea;),"  and  by  the  skill  of  the  navigator,  our  vessels  perform  achievements 

■which  are  among  the  wonders  of  the  age.     The  spirit  of  knowledge  at  home  and  abroad  sees  tliis,  and  no 

information  is  more  valued,  or  more  sought  for,  than  those  records  which  contain  the  phenomena  of  the 

ocean, 

B.  S.  PORTER. 

Lied.  r.  S.  Kariir 

LiM  of  Vessels^'  in  lite  Gale  of  1852. 

1.  The  schooner  Fawn.  10.  The  United  States  ship  Relief, 

2.  "  steamer  "  United  States."  11.  "  Siddons. 

3.  "  Oxford.                                                 -  12.  "  Francis. 

4.  "  Element.  13.  "  Gallego. 

5.  "  United  States  ship  Yandalia.  14.  "  A.  F.  Janniss. 

6.  "  Austis.  15.  "  John  Haven. 

7.  "  Eolus.  16.  "  Shawmut. 

8.  "  Comet.  17.  "  Afortimer. 

9.  "  Iconium. 


■*  For  the  purpose  of  distinguishing  the  tracks  of  the  Comet,  Iconium.  Eolus,  ;inil  Kolicf,  tlic  Comet  has  :\n  unbroken  line,  the 
Iconium  a  broken  one,  the  Relief  a  broken  one  with  a  dot  between,  ami  the  Eolus  a  dotted  line. 


324  THE  WIND  AND  CURRENT  CHARTS. 


THE  STORJI  AND  RAIN  CHART. 


Letter  E  of  tlie  series — the  Storm  and  Eain  Chart — was  commenced  for  the  North  Atlantic  by  Lieu- 
tenant Wm.  Rogers  Ta_ylor,  U.  S.  N. ;  and  in  his  absence  at  sea  in  the  Albany,  it  has  been  continued  by 
Lieutenant  Wm.  H.  Ball,  and  in  his  absence  in  the  U.  S.  ship  Portsmouth,  by  Lieutenant  George  Minor. 

The  object  of  these  Charts  is  to  show  the  total  number  of  observations  that  have  been  discussed  for 
each  month  in  every  space  of  5°  square  in  the  ocean ;  and  tlicn  to  show  for  every  square  and  month,  the 
number  of  days  each  in  which  there  was  rain,  a  calm,  a  fog,  thunder  and  lightning,  or  a  storm,  and  the 
quarter  from  whence  it  blew.  .  . 

The  manner  in  which  these  observations  are  collected  from  the  quarry  of  log-books — brought  together 
and  discussed,  and  the  officers  at  work  upon  them,  reminds  one  of  the  sculptor;  any  single  stroke  of  the 
chisel,  however  well  directed,  does  but  little  towards  developing  the  figure,  which  in  due  time  is  to  stand 
out  from  the  rude  mass  upon  which  he  is  engaged.  So  with  these  observations;  any  single  one,  however 
accurate,  is  in  itself  worth  but  little.  It  is  only  by  oft-repeated  observations,  multiplied  and  brought 
together  in  sufficient  numbers  to  express  their  own  meaning,  that  satisfactory  and  significant  results  can  be 
obtained.  Then,  like  the  piece  of  statuary  to  the  repeated  touch  of  the  chisel,  the  charts  speak  for 
themselves,  and  all  at  once  stand  out  before  the  compiler,  eloquent  with  facts  which  the  philosopher  never 
dreamed  were  lurking  so  near. 

Among  the  various  phenomena  presented  in  the  course  of  these  investigations,  some  have  pointed  to 
the  moon,  and  suggested  the  inquiry :  Has  the  declination  of  the  moon  any  influence  upon  the  bands  of 
trade-winds  and  calms,  by  moving  the  edges  of  their  zones  up  and  down  the  ocean,  or  by  accumulating  an 
excess  of  atmosphere,  first  in  one  hemisphere,  then  in  the  other,  according  as  the  declination  be  north  or 
south  ? 

The  abstract  logs  will,  in  the  course  of  time,  afford  observations  enough  probably  to  enable  me  to 
answer  this  question ;  for  it  is  one  of  those  questions  to  which  a  satisfactory  reply,  either  in  the  affirmative 
or  negative,  is  equally  desirable. 

The  investigation  of  this  problem  was  assigned  to  Passed  Midshipman  Matthews.  His  researches  relate 
entirely  to  the  Atlantic.  Before  he  had  completed  it  he  was  ordered  away  to  sea ;  and  I  have  not  had  force 
since  to  continue  them.  But  I  am  apprehensive  that  the  true  answer  to  the  question  will  be  so  masked  by 
the  effects  of  other  causes  in  moving  these  trade-wind  bands  up  and  down  the  ocean,  that  its  purport  will 
not  be  perceived. 

Perhaps  the  Pacific  Ocean,  when  tliere  shall  be  observations  enough  made  in  it,  will  enable  me  to  put 
this  question  to  rest. 

Plate  in.  is  a  sample  of  the  Storm  and  Rain  Chart. 

As  in  the  other  case,  so  in  this:  the  ocean  is  divided  out  into  districts  of  5°  of  latitude  by  5°  of 
longitude  for  these  investigations,  and  whatever  phenomenon  is  reported  as  occurring  in  one  part  of  a 
di.strict,  is  assumed  to  occur  in  all  parts  of  thn,t  district. 


THE   STOUll    AND    KAIN    CIlAin".  325 

]5etwecn  eacli  pair  of  meridians  having  a  space  of  o°  between  tbem,  are  12  lines,  for  tlie  twelve 
months,  always  beginning  with  Deceinbcr,  the  first  winter  mouth ;  and  horizontally  between  each  pair  of 
parallels  for  each  o°  there  are  13  lines,  eight  of  which  are  for  gales  from  the  eight  scmi-qnadrants — one  for 
N  the  calms — one  for  rain — one  lor  thunder  and  lightning — one  for  fogs,  and  the  other  for  the  number  of 
observations  called  days,  which  have  been  observed  for  each  month  and  district.  These  last  are  ex])rcssed 
in  figures  (see  Plate  III.),  and  the  others  according  to  the  method  of  "  fives  and  tallies,"  already  ('xplained 
for  other  Charts. 

Three  observations  make  a  day;  so,  in  order  to  see  how  many  daj-s  of  observation  have  been  dis- 
cussed for  any  month,  it  is  necessary  to  divide  by  three  the  number  which  stands  in  the  column  for  the 
months,  and  on  the  line  marked  "  days." 

The  object  of  this  Chart  -was  to  show  the  exceptions  to  what  may  generally  be  considered  the  prevail- 
ing condition  of  the  weather  at  sea,  and  to  determine  from  what  quarter  storms  are  most  liable  to  occur 
for  each  month  in  every  district. 

It  may  be  that  mariners  do  not  always  record  in  their  logs  rain,  fog,  thunder,  or  lightning.  They  do 
always  mention  gales  aud  calms,  and  the  quadrant  whence  the  wind  blows.  It  may,  therefore,  be  probable 
that  both  rains  and  lightning  occur  at  sea  more  frequentl}'  than  it  would  appear  by  the  Charts  they  do ; 
if  so,  I  have  at  present  no  means  of  knowing.  But  it  may  be  presumed  that  mariners  general]}'  are  not 
more  apt  to  neglect  to  mention  rains,  thunder,  and  fogs  in  one  part  of  the  ocean  than  another;  and  that, 
therefore,  the  relative  frequency  with  which  tliey  occur  may  be  supposed  to  be  fairly  indicated  on  the 
chart. 

But  as  the  Chart  is  a  fair  exponent,  according  to  the  data  from  which  it  is  constructed,  as  to  the  fre- 
quency of  the  phenomena  to  which  it  relates,  we  are  bound  to  give  it  as  much  faith  and  credit  in  one 
respect  as  in  another,  and,  therefore,  to  assume,  until  we  have  reason  to  suppose  it  otherwise,  that  the 
occurreuce  of  rain,  fogs,  and  lightning,  is  fairly  represented  in  jioint  of  frequency. 

The  scores  designate  not  the  times  that  it  thunders,  or  rains,  or  blows  a  gale,  but  simply  the  number  of 
days  on  wdiich  such  phenomena  have  been  reported  to  occur ;  as  an  example,  a  gale  may  be  accompanied 
with  fog  and  rain,  thunder  and  lightning,  in  which  case  a  score  would  be  made  in  the  appropriate  places 
for  each. 

The  districts  represented  in  Plate  III.  by  A,  B,  and  C,  extend  from  80°  to  45°  N.,  and  from  55°  to 
60°  W.  Those  represented  by  D,  E,  and  F,  extend  from  the  equator  to  15°  X.,  between  the  meridians  of 
25°  and  bO°  W. 

This  Plate  also  affords  matter  that  is  interesting  to  sailor  i^hilosopliers. 

Examining  district  F,  it  appears  that  rains  and  calms,  and  N.  W.  gales,  abound  from  December  to 
]\[ay  inclusive ;  that  lightning  is  never  seen,  nor  thunder  heard  there,  from  April  to  September  inclusive ; 
that  in  October  there  is  an  occasional  gale  from  the  eastward ;  and  that  from  June  to  September  may  be 
called  a  rainless  season,  during  which  period  there  is  rarely  a  calm,  and  never  a  gale  nor  a  thundercloud 
ti)  disturb  the  air. 


o26  THE  WIND  AND  CURRENT  CHARTS. 

This  is  because  the  equatorial  calms,  and  their  train  of  atmospherical  disturbances,  have  gone  up,  as 
shown  per  trade-wind  charts,  into  district  E.  Tlie  rainy  season  in  E,  is  the  dry  one  of  F.  It  may  be  said 
that  E  has  two  rainy  reasons — one  for  about  two  and  a  half  months  before  August,  the  other  for  three 
months  after. 

It  appears  from  D,  that  the  rains  commence  before  the  calms,  and  continue  after  them ;  that  from 
December  to  March  is  a  rainless  period ;  and  that  an  electric  display  from  the  clouds  is  a  rare  occurrence 
at  any  time  of  the  year  in  this  district. 

Now  going  to  A,  the  first  thing  that  strikes  us  is  the  prevalence  of  fogs,  the  regularity  of  precipita- 
tion, the  almost  total  absence  of  gales  in  June  and  July,  the  scanty  rains  in  the  former  month,  and  the 
abundance  of  the  materials  from  which  these  facts  are  drawn. 

Contrasting  this  with  B,  we  find  that  July  and  August  arc  the  months  which  are  most  exempt  from 
storms  and  rain,  fogs  and  thunder;  that  calms  rarely  occur  in  Jauuarj',  February,  March,  April,  July, 
August,  October,  and  November. 

In  district  0,  storms  and  rains  seldom  occur  in  April,  May,  June,  and  July.  Eut  it  is  needless  to 
repeat  what  the  Chart  tells  so  plainly  at  a  glance.  Unavoidable  circumstances  conspired  to  delay  until  the 
Ml  of  1853  the  publication  of  this  interesting  Chart. 


THE  PILOT  CHARTS. 


Letter  C  of  the  scries  is  a  Chart  of  the  Winds;  it  sliows  the  point  of  the  compass  from  which  the  wind 
blows  in  all  parts  of  the  ocean,  an<l  f)r  every  month  in  the  year.  The  numbers  of  this  series  are  called  the 
"Pilot  Charts,"  of  which  the  North  and  South  Atlantic,  in  two  sheets  each,  and  "Coast  of  Brazil  within  the 
Trade-Wind  Region,"  in  one  sheet,  sheets  five  and  six  North  Pacific,  and  the  sheet  of  the  South  Pacific, 
have  been  published.  Several  other  sheets,  both  of  the  Pacific  and  Indian  Oceans,  are  in  press.  See 
Plate  I.  as  an.  illustration  of  the  manner  in  which  the  figures  for  Plate  V.  are  obtained. 

Sheets  of  this  series  are  also  in  hand  for  the  entire  Pacific  and  Indian  Oceans.  Two,  illustrative  of 
the  Cape  Horn  passage  have  also  been  published. 

The  officers  employed  upon  them  from  time  to  time  have  been  Lieutenants  Herndon,  Dulany,  H.  N. 
Harrison,  Ball,  and  Forrest;  Passed  Midshipmen  Davenport,  Powell,  De  Koven,  Wainwright,  Balch, 
Eoberts,  De  Krafft,  Woolley,  Jackson,  Murdaugh,  Semmes,  Johnson  and  Lewis,  Brooke,  Wells,  Terrett, 
and.  Professor  Benedict. 

The  "  Brazil  Pilot"  is  on  a  scale,  to  the  square,  of  2°  of  latitude  by  1°  of  longitude,  and  extends  from 
the  equator  to  23°  S. 

The  rest  of  the  series,  except  the  Cape  Horn  Pilots,  is  on  a  scale  of  5°  to  a  square :  that  is,  the  ocean 
is  divided  otT  into  districts  of  5°  of  latitude  by  5°  of  longitude.  The  Pilot  Charts,  therefore,  consist  of  a 
numl)cr  of  engraved  squares,  without  regard  to  the  figure  of  the  earth,  with  four   inscribed  concentric 


TlIK    I'lLUT   OlIAin'S.  327 

?l  circles  in  eacL;  ami  in  these  circles  are  radii,  drawn  so  as  to  represent  cvcjy  alternate  point  of  tlic  corn- 
pass-('an:l,  tlnis:  >>.,  N.  N.  E.,  N.  E.,  K.  N.  Vj.,  E.;  and  so  on  aronnd  the  compass.     See  I'late  V. 

After  all  the  log-books  within  reach  have  been  examined,  and  tlie  observations  collated  for  lliis  letter 
of  the  scries  as  in  Plate  I.,  the  results  are  collected  for  each  district,  arranged  according  to  months,  and 
entered,  each  set  in  its  wind-rose,  Plate  Y.,  as  the  circumscribed  stpiare,  with  its  concentric  circles  and  points 
of  the  compass,  is  called.  These  entries  are  made  in  such  a  manner  as  to  show  at  a  glance  the  prevailing 
winds  for  any  month  in  any  l)art  of  the  ocean.  Kot  only  so,  the  navigator  sees  at  a  glance  how  many 
days  of  observation  have  been  discussed  for  each  month  in  any  district ;  and  of  these  lie  sees  the  number 
of  times  calms  have  been  found,  and  the  number  of  times  the  winds  have  been  reported  as  coming  from 
•/ach  of  the  sixteen  points  of  the  compass. 

Thus,  in  the  wind-rose  for  the  district  between  5°  and  1U°  N.,  lo"^  and  20°  AVest,  and  marked  A, 
Plate  Y.,  he  would  observe  that  in  August  705  observations  as  to  the  course  of  the  wind  liad  been  made 
here,  and  13  as  to  the  calms;  /.  e.  out  of  '-'/  days,  or  parts  of  days,  passed  by  ships  in  this  district  during 
the  month  of  August  of  various  years,  the  prevailing  condition  of  the  weather  fur  consecutive  periods  of 
eight  hours' duration  each,  was  found  to  be  calm  thirteen  times;  and  the  winds  were  observed  to  blow  from 
E.  4  times;*  E.  S.  E.,  17  ;  S.  E.,  5  ;  S.  S.  E.,  165  ;  S.,  280;  S.  S.  W.,  171 ;  S.  W.,  23  ;  W.  S.  W.,  20;  AV.,  8  ; 
W.  N.  W.,  2  ;  N.  W.,  1 ;  N.  N.  AY.,  2 ;  N.  X.  E.,  1 ;  and  the  other  points  0. 

The  object  has  been  to  get  for  these  Charts  at  least  one  hundred  observations  for  each  month  in  every 
square  of  the  ocean  ;  this  would  require  for  the  three  great  oceans  1,069,200  observations  upon  the  direc- 
tion of  the  winds  alone. 

In  some  of  the  wind-roses,  or  districts  of  5°  square,  we  have  obtained  more  than  a  tliousand  observa- 
tions for  a  single  month;  whereas,  in  neighboring  districts  and  for  other  months,  we  are  left  without  a 
single  observation — so  limited  and  marked  are  the  commercial  paths  over  the  ocean,  according  to  the 
seasons. 

In  the  South  Atlantic,  between  the  route  to  and  fro  around  Cape  Horn,  and  the  route  to  and  fro 
around  the  Cape  of  Good  Hope,  there  is  a  part  of  the  ocean  of  immense  extent,  that  is  seldom  traversed  by 
any  vessel.     The  Pilot  Charts,  therefore,  are  silent  with  regard  to  the  winds  there. 

As  the  wind  is  found  to  blow  in  any  part  of  any  given  district  or  division  of  5°  square,  .so  it  is  as- 
sumed to  blow  at  that  time  in  all  other  parts  of  that  disti'ict. 

The  Pilot  Charts,  therefore,  give  us  the  number  of  times  that  the  wind,  in  anj-  jjart  of  the  ocean,  is 
found  in  a  given  number  of  times  to  come  from  each  ])oint  of  the  compass ;  and  consequently,  by  .studying 
the  pilot  chart,  we  see  the  ratio  between  the  number  of  winds  frona  any  one  point,  and  the  number  of  winds 
from  all  the  other  points  of  the  compass. 

\Yith  such  data  it,  is  practicable  to  calculate,  according  to  the  doctrine  of  chances,  the  track  which  will 
give  the  shortest  average  passage  under  canvas  from  port  for  any  montli. 


*  Taking  "time"  to  mean  a  period  of  eiglit  lioiu-s,  ur  tlirce  "  times"  to  make  a  day. 


328  THE  WIND  AND  CURRENT  CHARTS. 

This  I  have  clone  for  the  routes  generally,  between  Europe  and  America;  and  from  the  ports  of  the 
United  States,  as  far  south  as  the  parallel  of  Eio  de  Janeiro. 

In  order  to  select  the  best  average  track,  from  one  place  to  another,  as  from  the  ports  of  the  United 
States  to  Eio,  or  to  those  of  Europe,  the  Pilot  Charts  have  been  discussed  in  the  following  manner : — 

Blank  charts  on  a  scale  of  5°  to  an  inch  at  the  equator,  Mercator's  projection,  are  constructed  and 
lithographed  for  the  whole  ocean,  twelve  times  over,  so  as  to  have  one  complete  set  for  eacli  month. 

In  every  space,  of  5°  square,  a  sort  of  compass-card  is  drawn  as  in  Plate  VI. 

In  the  centre  of  this  card  are  written  two  numbers — the  upper  number  shows  the  times — counting  8 
hours  as  "  a  time" — the  winds  have  been  observed  in  that  square,  for  the  given  month,  which  in  this  case  is 
July  (see  A — Plate  VI.),  and  the  lower  number  shows  the  per  cent,  of  "the  times"  in  which  calms,  accord- 
ing to  the  number  of  observations  made,  and  the  principles  of  averages,  ought  to  prevail  for  as  much  as  8 
hours  at  a  time.  Thus,  in  said  square  A,  there  have  been  discussed  for  the  Pilot  Charts,  in  the  month  of 
July,  4.33  observations,  and  of  these,  8  in  all,  or  2  per  cent,  of  the  whole,  represent  calms  as  the  prevailing 
condition  of  the  atmosphere  for  that  month  and  part  of  the  ocean. 

These  two  quantities  are  thus  stated  in  order  to  enable  me  as  well  as  those  who  take  the  Charts  for 
their  guide,  to  form  some  estimate  as  to  the  degi'ee  of  confidence  due,  or  as  to  the  weight  to  be  attached  to, 
the  courses  recommended  and  the  routes  proposed  for  vessels. 

Thus,  more  weight  is  attached  to  a  course  that  should  be  recommended  through  square  A,  than  to  one 
through  square  B ;  because,  in  A,  average  results  are  derived  from  483  observations ;  whereas  in  B,  they 
depend  upon  oidy  21 ;  and  calms,  it  appears,  prevail  there  11.1  per  cent,  of  the  time,  which  is  probably  out 
of  proportion. 

The  object,  however,  is  to  show  the  proportion  according  to  the  ratio  of  percentage,  of  the  winds  from 
each  jioint  of  the  comjDass,  and  the  percentage  by  which,  according  to  that  showing,  a  vessel  in  attempting 
to  sail  100  miles,  or  any  other  distance  through  that  square  on  any  given  course,  would  on  the  average 
have  to  increase  that  distance  on  account  of  the  average  prevalence  of  adverse  winds. 

Thus,  suppose  a  vessel  should  wish  to  sail  west  through  square  B  in  July;  an  inspection  of  the  Plate 
Avill  show,  supposing  the  21  observations  give  a  fair  average  as  to  the  winds  in  that  square  for  that  month, 
that  16.5  per  cent,  of  the  winds  there,  are  from  the  west ;  that  11  per  cent,  are  from  W.  S.  W. ;  3.5  from 
W.  N.  "W.;  16.5  from  S.  "W. ;  and  5.5  from  IST.  W.;  all  these  winds  are  adverse  for  a  west  course,  and  conse- 
quently they  would  compel  her  to  turn  off  from  a  west  course  so  as  to  increase  the  distance  required  87.4 
per  cent. 

In  truth,  it  appears  from  those  21  observations,  that  49.5  per  cent,  of  all  the  winds  that  blow  here  in 
July,  are  between  W.  and  S.  S.  W.,  inclusive;  that  it  is  calm  11.1  per  cent,  of  the  time;  and  that,  conse- 
quently, it  is  an  unfavorable  part  of  the  ocean  for  a  vessel  to  pass  through,  that  wants  to  get  from  Europe 
to  the  United  States,  ?'.  e.  that  wants  to  get  to  the  southward  and  westward;  it  moreover  appears  that  a  vessel 
would  have  no  difficulty  except  on  account  of  the  calms,  in  getting  to  the  eastward  through  this  same 
rearion. 


THE    ini-uT    CllAHTfj.  329 

Again,  tlic  square  C,  wliicli  is  between  two  lower  parallels,  and  in  wliieli  we  have  the  experience  of  41 
vessels  to  guide  us;  a  vessel  to  make  a  W.  S  .W.  course  through  this  square,  in  -July,  would  have  to  con- 
tend against  53.7  per  cent,  of  winds  directly  ahead,  with  the  chances  of  having  to  increase  her  distance  93.7 
per  cent.  Ilere  we  again  sec  the  prevalence  of  head  winds  for  vessels  bound  to  the  United  States,  and  per- 
ceive that  it  is  a  bad  part  of  the  ocean  for  a  vessel  so  bound  to  be  in,  though  there  are  no  calms. 

It  is  thus  that  the  Chart  for  July,  for  the  whole  ocean,  is  filled  up  from  the  Pilot  Chart,  with  the  ])er 
cent,  of  calms  and  head  Avinds  for  each  month.  This  is  an  operation  wdiieh  involves  an  innnense  amount 
of  labor. 

This  being  done,  the  next  step  in  the  process  is,  to  find  out  the  best  course  for  a  vessel  bound  in  any 
other  direction,  to  proceed  in  any  given  month. 

To  do  this,  it  is  necessary  to  find  out  that  track,  wdiich,  with  the  average  per  centiun  of  inci-cased  dis- 
tance on  account  of  head  wimls,  and  the  increase  on  account  of  detour,  shall  give  the  shortest  distance 
from  port  to  port — for  when  tliat  is  i'ound,  it  is  called  the  shortest  average  route.  This  routi',  when  thus 
found,  is  the  route  which  vessels  are  recommended  in  the  SuiUiuj  Directions  to  take  for  the  several  months, 
to  and  from  Eurojie  to  the  erpiator,  kc. 

This  is  a  tedious  operation ;  for  a  satisfactory  solution  of  this  problem  is  not  to  be  attained  without 
many  trials.  For  instance,  after  crossing  the  meridian  of  25°  W.,  bound  from  Liverpool  to  Xew  York,  it 
is  comparatively  easy,  in  July,  as  a  mere  inspection  of  Plate  YI.  shows,  to  make  westing  between  the  paral- 
lels of  40°  and  45°.  But  the  head  winds,  and  the  detour  they  cause  a  vessel  to  make,  when  she  comes  to 
try  it,  may  involve  such  an  increase  of  distance  as  to  make  it  better  to  take  the  chances  by  some  other 
route ;  so  that  it  is  not  the  difficulty  of  getting  through  one  square  alone  that  has  to  be  considered  at  a 
time,  but  the  difficulties  of  getting  through  all  united. 

It  may  turn  out,  after  this  tentative  process  has  been  repeated  again  and  again,  that  when  Ave  come  to 
examine  and  compare  such  results,  we  may  find  two  routes  widely  differing,  yet  each  requiring  nearly  the 
same  distance  to  be  accomplished.  In  that  case,  each  track  is  traced  from  port  to  port :  the  percentage  of 
head  winds  and  detour  got  at  carefully  for  each  square  through  which  it  passes,  and  then  m  the  Sailing 
Directions  the  preference  is  given  to  that  track  which  is  least  liable  to  calms,  to  adverse  currents,  and  to 
other  collateral  drawbacks,  perplexities,  and  delays ;  and  which  track  also  has  in  its  favor  the  shortest  dis- 
tance, and  the  greatest  number  of  chances  for  fair  winds. 

The  centre  figures  in  each  square,  Plate  YI.,  stand  as  before  marked,  for  the  whole  number  of  observa- 
tions and  the  per  centum  of  calms.  The  next  figures  which  are  arranged  along  the  inner  circle,  and  the 
l>er  centum  of  head-winds  for  the  courses  on  which  they  stand,  and  the  outer  circle  of  figures  express  the 
number  of  miles  that  adverse  winds  will  compel  a  vessel  to  turn  out  of  the  way,  if  she  attempt  to  sail  100 
miles  direct  on  the  course  on  which  these  figures  stand. 

Thus  it  will  be  perceived,  that  no  navigator  can  reasonably  expect  that  the  new  routes  wliich  I  recom- 
mend, are  to  give  the  short  passages  always,  and  in  every  individual  case.     They  give  the  shortest  passages 
ou  the  average,  and  thus  ofter  the  best  chances  for  a  short  pa.ssage  at  aU  times— that's  all.    Those  chances,  as 
42 


330  THE  WIND  AND  CURRENT  CHARTS. 

the  Charts  show,  ma_y,  ami  sometimes  will,  turn  up  adversely.  Thus,  a  vessel  trading  to  Europe,  may  be  told 
in  the  Sailing  Directions,  that  her  best  route  in  Jidy  passes  through  scpiare  D,  and  that  her  course  through 
it  is  east.  Once  in  a  hundred  times,  however — and  just  once  in  a  hundred  on  the  average — the  Pilot  Chart 
to  which  she  is  referred  for  a  guide,  tells  her  the  wind  in  that  square  comes  from  the  east;  and  she  may 
find  it  when  she  gets  there  directly  in  her  teeth;— she  may  be  the  unfortunate  hundredth  vessel;  we  cannot 
tell.  All  that  I  pretend  to  tell  the  navigator  in  such  cases,  is  where  he  will  find  the  greatest  number  of 
chances  in  his  hxvor,  and  what  is  the  best  route  for  him  to  pursue.  In  like  manner,  he  may  be  recom- 
mended, not  to  attempt  to  stand  W.  S.  W.  through  C,  for  then  the  chances  are  54  in  a  hundred  that  he 
will  have  the  wind  directly  in  his  teeth ;  still,  a  vessel  may  pass  through  this  square  7  times,  and  each  time 
find,  as  the  Chart  shows  it  is  possible,  though  hardly  probable  she  may  find,  the  wind  exactly  in  the  oppo- 
site direction.  ■        '     ' 

With  this  full  explanation  as  to  the  process  by  which  the  new  routes  here  recommended  are  discussed 
and  discovered,  the  intelligent  navigator  who  adopts  them,  will  perceive  that  these  discoveries  and  these 
routes  are  no  matter  of  opinion  with  me,  but  that  they  are  the  results  of  the  experience  of  all  the  naviga- 
tors combined,  whose  observations  have  been  used  in  the  construction  of  the  Charts. 

In  the  European  voyages,  I  have  found  not  much  room  for  improvement  as  to  routes,  except  to  those 
shipmasters  who  are  just  entering  that  trade;  to  them,  these  Charts  give  all  the  information  as  to  winds, 
currents,  and  routes  that  is  possessed  by  the  oldest  and  most  experienced  "  Packet  Captain." 

"When  navigators  generally  shall  agree  to  follow  these  new  routes,  the  average  sailing  passage  between 
Europe  and  America  will,  it  is  believed,  from  what  has  already  been  done,  be  considerably  shortened. 

But  the  new  routes  which  these  Charts  have  suggested  to  the  equator,  and  which  lead  through  parts 
of  the  ocean  in  which  the  winds  and  currents  were  not  so  well  understood  as  they  are  along  the  tracks  to 
Europe,  have  been  attended  with  more  decided  advantage,  and  the  most  signal  success.  Practically,  they 
have  brought  the  markets  of  India  and  the  southern  hemisphere  many  days  nearer  to  our  doors. 

The  route  of  all  vessels  bound  into  the  southern  hemisphere,  whether  their  destination  be  the  markets 
of  South  America,  of  the  Pacific  or  Indian  Ocean,  is  the  same  as  far  as  the  equator;  and  these  Charts  have 
actually  shortened  the  average  passage  hence  to  the  equator,  from  two  days  to  two  weeks,  or  more,  accord- 
ing to  the  season  of  the  year ;  this  is  shown  by  the  results  of  actual  trial.  More  than  a  hundred  passages 
have  been  made  by  these  Charts,  and  according  to  the  routes  prescribed.  The  average  length  of  passage 
by  the  old  route  from  the  ports  of  the  United  States  to  the  line  is  forty-one  days.  The  average  passage  by 
the  new  routes  has  been  so  far,  for  January,  31  days;  for  February,  25;  for  March,  27^  ;  April,  28 J ;  May, 
34;  June,  33  July,  40  (by  the  old  route  in  this  month  the  passage  is  48  days);  for  August,  41;  for 
September,  39;  for  October,  37;  November,  32,  and  December,  34,  against  38|  by  the  old  route  for 
December. 

As  I  write,  I  receive  the  abstract  logs  of  the  U.  S.  S.  Saratoga  (Cajitaiu  Walker),  and  of  the  merchant 
barque  Dragon  (Captain  Andrew). 

They  sailed  at  the  same  time,  both  in  the  mouth  of  September  last  (1850);  the  Saratoga  took  the  old 


THE   THERMAL    CIIAIITS.  331 

route,  went  as  far  ns  19°  of  west  longitude,  and  crossed  the  equator  the  forty-second  day  out.  The 
Dragon  took  tlie  new  route;  crossed  the  ecpiutor  the  tliirty-fourth  day,  and  had  passed  the  paraHel  of  Rio 
de  Janeiro  in  2o°  S.  hcfore  the  Saratoga  had  readied  the  line;  thus  making  a  gain  of  l,uUO  miles  upon  her 
competitor,  with  a  saving  that  far  of  ten  days  or  two  weeks  on  the  passage. 

Thus,  the  importance  of  the  undei'taking  to  collect  and  embody  the  experience  of  every  navigator  as  to 
the  winds  and  currents  of  the  sea,  and  so  to  present  the  results  of  all  this  information  that  each  may  have  the 
benefit  of  the  experience  of  all,  is  brought  home  to  our  merchants ;  they  reap  benefits  from  it  daily.  Kii- 
couragement  is  therefore  given  for  the  vigorous  prosecution  of  the  work. 

Upwards  of  40,000  sheets  of  these  Charts  have  been  distributed,  and  the  demands  for  them  are 
daily  increasing. 


THE  THEKMAL  CHARTS. 


Letter  D  of  the  series  designates  the  Thermal  Charts ;  they  show  the  temperature  of  tlie  surface  water 
of  the  ocean,  wherever  and  whenever  it  has  been  observed.  These  temperatures  are  characterized  by 
mlors  and  symbols,  in  sucli  a  manner  that,  by  a  mere  inspection  of  the  Charts,  the  temperatures  ftir  any 
cue  mouth  may  be  recognized  and  distinguished  from  the  rest.  The  scale  is  Fahrenheit;  and  the  tem- 
peratures are  put  down  just  as  they  are  given  in  each  log-book,  without  any  attempt  to  correct  for  error 
of  thermometer.  The  Thermal  Chart  of  the  North  Atlantic,  compiled  by  Lieutenant  (lantt,  in  eight  large 
sheets,  is  published;  also  that  of  the  South  Atlantic,  constructL'd  by  Lieutenant  Gardner,  upon  the  same 

fl   scale. 

The  isothermal  lines  for  80°,  70°,  and  so  on,  for  every  10°  of  ocean  temperature,  have  been  drawn  for 

■|    each  month  upon  these  Charts  by  Professor  I1ye. 

They  afford  to  the  navigator  and  the  philoscjpher  much  valuable  and  interesting  information  touching 
the  circulation  of  the  oceanic  waters,  including  the  pheuomena  of  the  C(.)ld  and  warm  currents ;  thcj*  also 
cast  light  upon  the  subject  of  the  hyetographio  and  climatic  peculiarities  of  various  regions  of  the  earth; 
they  show  that  the  profile  of  the  coast  line  of  intertropical  America  assists  to  give  expression  to  the  mild 
climate  of  Southern  Europe ;  they  increase  to  a  marked  extent  our  stock  of  knowledge  concerning  the 
Gulf  Stream — that  great  jjhenomenon  of  the  ocean — for  they  show  that  the  warm  waters  of  this  stream,  as 
it  pursues  its  course  to  Europe,  have  a  vibratory  motion,  so  to  speak,  across  its  course,  like  a  pcndidum 
slowly  propelled  by  lieat  on  one  side,  and  repelled  by  cold  on  the  other.  It  vibrates  to  and  fro  with  the 
season,  preserving  in  the  mean  time  a  j)eeuliar  system  of  convolutions  that  calls  to  mind  the  graceful 
■yvavings  of  a  joennon  as  it  floats  gently  to  the  breeze.  Indeed,  if  we  imagine  the  head  of  the  Gulf  Stream 
to  be  hemmed  in  by  the  land  in  the  Straits  of  Bemiui,  and  to  be  stationary  there,  and  then  liken  the  tail  of 
the  stream  itself  to  an  immense  pennon  floating  gently  iu  a  current;  such  a  motion  as  such  a  streamer  may 
be  imagined  to  have,  very  much  such  a  motion  do  these  T'liarts  .sliow  the  tail  of  the  Gulf  Stream  to  have. 


o32  THE  WIXD  AND  CURRENT  CHARTS. 

These  Charts  -vvero  prepared  for  the  press  in  four  sets — each  set  showing  the  temperatures  for  one 
season — but  they  are  puMishcd  with  the  temperatures  of  all  four  seasons  on  the  same  sheet.  I  have, 
owing  to  the  numerous  olBcial  demands  upon  my  time,  not  yet  had  an  opi)ortunity  to  study  them  except 
in  sets  for  one  season  at  a  time — therefore,  I  cannot  give  as  complete  an  account  of  all  the  facts  which  they 
develop,  as  I  shall  be  able  to  do  when  I  shall  have  time  and  opportunity  to  give  them  the  close  study 
which  their  importance  claims  at  my  hands. 

In  1844,  I  read  before  the  National  Institute  a  paper  "  On  the  Gulf  Stream  and  Currents  of  the  Sea." 
Up  to  that  time  but  little  was  known  of  this  "river  in  the  ocean,"  except  that  it  exists,  and  conveys  an 
immense  body  of  warm  water  from  the  Gulf  of  Mexico  through  the  Straits  of  Florida  into  the  Atlantic 
Ocean,  thence  along  the  coast  of  the  United  States  towards  the  shores  of  Europe  by  the  way  of  the  Grand 
Banks.  Beyond  this*  little  or  nothing  was  known  with  regard  to  it.  But  since  the  appearance  of  that 
paper,  attention  has  been  very  much  directed  to  the  Gulf  Stream.f     The  Coast  Survey  has  been  at  work 


*  "  Upon  a  diiTcct  knowledjic  of  tlic  force  anil  set  of  currents  in  tlic  ocenn  often  depends,  not  only  the  safety  of  vessel  smd  cargo, 
but  the  lives  of  till  on  board :  and,  owing  to  the  want  of  this  know)ed[;e,  huudroils  of  vessels,  thousands  of  persons,  and  millions  of 
property  are  annually  cast  away  or  lost  at  sea. 

'•  I  do  not  intend  to  occupy  tlie  time  of  members  with  a  recapitulation  here  of  what  we  do  know  with  regard  to  ocean  currents; 
tliat  indeed  might  soon  be  told ;  for  we  know  little  or  notliiTig  of  them,  except  that  they  are  to  be  met  with  here  and  there  at  sea,  many 
of  them  sometimes  going  one  way  and  sometimes  another;  and  that  the  waters  of  some  of  them  are  colder  and  of  others  warmer  than 
the  seas  in  which  tliey  are  found.  That  we  should  liave  a  better  knowledge  of  tliem,  and  of  tlie  laws  which  govern  them,  is  not  only  an 
important  matter  to  those  who  follow  the  se.a,  or  make  ventures  abroad,  but  it  is  also  a  matter  of  exceeding  interest  to  .all  those  whoso 
enlarged  philanthropy  or  ennobling  sentiments  prompt  in  them  a  desire  to  diffuse  knowledge  among  their  fellows,  or  in  any  manner  to 
benefit  the  human  race.  The  mere  fact  that  this  meeting  is  held  at  all,  is  evidence  ample  and  comijlete  that  it  is  composed  altogether  of 
such.  I,  therefore,  submit  it  as  a  question  for  the  consideration  of  tlie  meeting,  whether  it  be  not  competent  for  the  National  Institute 
to  devise  .and  set  on  foot  a  plan  for  multiplying  observations  and  extending  our  information  upon  these  interesting  phenomena.  A 
subject  of  vast  importance  in  tlie  business  of  commerce  and  navigation,  the  currents  of  the  ocean  seem  to  me  to  be  altogether  worthy 
the  attention  of  this  Society— a  series  of  well-conducted  oliservations  uj.ou  them  would  be  in  perfect  unison  with  the  great  objects  of 
usefulness  for  which  it  was  created  and  now  exists,  and  for  which  its  distinguished  members  and  guests  have  been  invited,  and  are  here 
assembled  from  all  jiarts  of  the  country. 

"  Before  such  an  assemblage  of  mind  and  intelligence,  it  is  necessary  only  to  mention  the  meagre  state  of  our  information,  even 
with  regard  to  that  great  anomaly  of  the  ocean,  the  Gulf  Stream ;  and  there  will  be— there  can  be,  but  one  mind,  as  to  the  importance 
of  making  farther  observations,  and  of  multiplying  facts  with  regard  to  it.  In  simply  reminding  the  Society  that  all  we  know  of  this 
wonderful  phenomenon  is  contained  chiefly  in  what  Doctor  Franklin  said  of  it  more  than  fifty  years  ago,  that  his  facts  were  collected 
by  chance,  as  it  were,  and  his  observations  made  with  but  few  of  the  facilities  which  navigators  now  have,  I  feel  that  enougli,  .and  all 
has  been  done  that  is  necessary  to  be  done  in  order  to  impress  the  Institute  with  the  importance  of  farther  observations  upon  it."  *  * 
—Paper  on  the  Gulf  Stream  and  Currents  of  the  Sea.     Read  before  the  National  Institute,  April  2,  1844,  bi/  M.  F.  Maury,  Lieut.   U.  S.  N. 

f  "Linked  tlius  witli  other  geological  agents,  the  currents  of  the  sea  cannot  fail  to  present  themselves  to  the  mind  of  the  geologist 
as  important  and  interesting  subjects  for  investigation.  How  much  more  so  are  they  in  the  eyes  of  the  navigator;  with  him,  the 
source  of  this  coast  current  is  a  matter  of  conjecture,  and  its  cause  a  mystery.  And  as  to  its  strength,  its  fluctuations,  and  the  laws 
which  govern  them,  his  nautical  books  are  all  Vmt  silent.  Nor  has  the  history  of  navigation  recorded  the  first  series  of  systematic 
observations  upon  it. 

"Proceeding  farther  into  the  Atlantic,  we  find  a  vast  stream  of  warm  water  running  counter  to  this.  It  is  the  Gulf  Stream,  bound 
from  the  Straits  of  Florida  to  the  Banks  of  Newfoundland,  and  thence  to  the  shores  of  Europe.  AVhat  its  breadth  or  its  depth  may  be, 
we  know  not.  We  are  told,  indeed,  that  even  at  the  same  place,  it  runs  sometimes  at  the  rate  of  two  knots  the  hour,  sometimes  at  five, 
and  we  know  that  it  may  always  be  found  within  certain  broad  limits,  varying  in  this  too  at  tlie  same  place,  from  140  to  ".40  miles. 


THE   THERMAL   CHARTS.  333 


01 


upon  it,  anil  tlic  information  collected  liy  that  establishment  and  the  oiriccrs  of  tlie  navy,  with  regard  to  it, 
added  to  that  alTorded  liy  tliesc  charts,  may  be  said  to  exceed  in  philosophical  extent  and  value  all  that  was 
previously  known  about  it. 

These  investigations  confirm,  to  a  remarkable  extent,  the  speculations  put  forth  in  that  ]iaper;  they 
have  converted  many  of  the  suggestions  of  theory  into  philosophical  facts,  and  given  increased  importance 
to  the  views  which  I  had  the  honor  to  jjresent  in  1844. 

In  the  paper  which,  as  already  mentioned,  was  read  before  the  National  Institute  eight  years  ago,  and 
repeated,  by  request,  before  the  Association  of  American  Geologists  and  Naturalists  the  same  year,  it  was 
remarked  with  regard  to  the  Gulf  Stream  and  its  counter-current,  the  icedjearing  current  from  the 
north : — 

"The  Gulf  Sti'eam,  as  it  issues  from  the  Straits  of  Florida,  is  of  a  dark-indigo  blue;  the  line  of  junction 
between  it  and  the  roilij  green  waters  of  the  Atlantic,  is  plainly  seen  for  hundreds  of  miles.  Though  this 
line  is  finally  lost  to  the  eye  as  the  stream  goes  north,  it  is  preserved  to  the  thermometer  for  several 
thousand  miles ;  yet  to  this  day  the  limits  of  the  Gulf  Stream,  even  in  the  most  frequented  parts  of  the 
ocean,  though  so  plainly  marked,  are  but  vaguely  described  on  our  charts.  Thousands  of  vessels  cross  it 
every  year ;  many  of  them  make  their  observations  upon  it ;  and  many  more,  if  invited,  would  do  the  same. 
But  no  one  has  invited  co-operation  ;*  consequently,  there  is  no  system  ;  and  each  one  that  observes, 
observes  only  for  himself;  and  when  he  quits  the  sea,  his  observations  go  with  him,  and  arc  to  the  world 
as  though  they  had  not  been.         *         '" 

"  Supposing  the  pressure  of  the  waters  that  are  forced  into  the  Caribbean  Sea  by  the  trade-winds  to  be 
the  sok  cause  of  the  Gulf  Stream,  that  sea  and  the  Mexican  Gulf  should  have  a  much  higher  level  than 
the  Atlantic.  Accordingly,  the  advocates  of  this  theoryf  require  for  its  support  'a  great  degree  of 
elevation.'  Major  Renuell- likens  the  stream  to  'an  immense  river,  descending  from  a  higher  level  into  a 
plain.'  Now,  we  know  very  nearly  the  average  breadth  and  velocity  of  the  Gulf  Stream  in  the  Florida 
Pass.  We  aLso  know,  with  a  like  degree  of  approximation,  the  velocity  and  breadth  of  the  same  waters 
off  Cape  Hatteras.  Their  breadth  here  is  about  75  miles  against  32  in  the  Narrows  of  the  Straits,  and 
their  mean  velocity  is  three  knots  off  Cape  Hatteras  against  four  in  the  Narrows.  This  being  the  case,  it 
is  easy  to  show  that  the  depth  of  the  Gulf  Stream  off  Hatteras  is  not  so  great  as  it  is  in  the  Narrows  of 
Bemini  by  nearly  fifty  per  cent.,  and  that,  consec|uently,  instead  of  descending,  its  bed  reptrescnts  the  surface 
of  an  inclined  plane  from  the  north,  vj')  which  the  lower  depths  of  the  stream  must  ascend.     If  we  assume 


With  this,  our  knowleilge  of  it  cuds:  though  more  accurate  information  as  to  it  ami  its  olTsets  woulcl  maiij- .a  time  have  saved  the 
mariner  from  disaster  and  shipwreck,  and  even  now,  would  add  not  a  little  to  the  speedy  and  safe  navigation  of  the  Atlantic. 

"  Though  navigators  had  been  in  the  habit  of  crossing  and  recrossing  the  stream,  almost  daily,  for  the  space  of  nearly  300  years, 
its  existence  even  was  not  generally  known  among  them,  until  after  Dr.  Franklin  discovered  the  warmth  of  its  waters,  about  70  years 
ago.  And  to  tliis  day,  the  information  which  lie  gave  us,  constitutes  the  basis,  I  li.ad  aliaost  said  the  sum  and  substance  of  all  we  know 
about  it." — /bid. 

*  The  Wind  and  Current  Charts  have  called  fortli  the  co  operation  here  proposed. 

f  Tlint  the  (iulf  Stream  is  causeil  by  tlio  trade-winds. 


334  TUE   WIN])   AND   CURRENT   CHARTS. 

its  depths  off  Bernini  to  be  two  hundred  fathoms,  wliicli  are  thought  to  be  within  limits,  the  above  rates  of 
breadtla  and  velocity  will  give  one  hundred  aud  fourteen  fathoms  for  its  depth  off  Ilatteras.  The  waters, 
therefore,  which  in  the  straits  are  below  the  level  of  the  Ilatteras  depth,  so  fur  from  descending,  are 
actually /orcecZ  v])  an  inclined  plane,  whose  submarine  ascent  is  not  less  than  ten  inches  to  the  mile! 

"The  Niagara  is  an  'immense  river,  descending  into  a  plain.'  But  instead  of  preserving  its  character 
in  Lake  Ontario,  as  a  distinct  and  well-defined  stream  for  several  hundred  miles,  it  spreads  itself  out,  and 
its  waters  are  immediately  lost  in  those  of  the  lake.  Why  should  not  the  Gulf  Stream  do  the  same  ?  It 
gradually  enlarges  itself,  it  is  true ;  but  instead  of  mingling  with  the  ocean  by  broad-spreading,  as  the 
'immense  rivers'  descending  into  the  northern  lakes  do,  its  waters,  like  a  stream  of  oil  in  the  ocean, 
preserve  their  distinctive  character  for  more  than  3,000  miles. 

"Moreover,  while  the  Gulf  Stream  is  running  to  the  north  from  its  supposed  elevated  level  at  the 
south,  there  is  a  cold  current  coming  down  from  the  north ;  meeting  the  warm  waters  of  the  gulf  midway 
the  ocean,  it  divides  itself  and  runs  hij  the  side  of  them  right  back  into  those  very  reservoirs  at  the  south,  to 
which  theory  gives  an  elevation  sufficient  to  send  out  entirely  across  the  Atlantic  a  jet  of  warm  water  said 
to  be  more  than  three  thousand  times  greater  in  volume  than  the  Mississippi  Eiver.  This  current  from 
Baffin's  Bay  has  not  only  no  trade-winds  to  give  it  a  head ;  but  the  prevailing  winds  are  unfavorable  to  it, 
and  for  a  great  part  of  the  way  it  is  below  the  surface,  and  far  beyond  the  propelling  reach  of  any  wind. 
And  there  is  every  reason  to  believe  that  this  polar  current  is  quite  equal  in  volume  to  the  Gulf  Stream. 
Are  they  not  the  effects  of  like  causes?  If  so,  what  have  the  trade-winds  to  do  with  the  one  more  than 
the  other? 

"Nay  more.  At  the  very  season  of  the  3'ear  when  the  Gulf  Stream  is  rushing  in  greatest  volume 
through  the  Straits  of  Florida,  and  hastening  to  the  north  with  the  greatest  rapidity,  there  is  a  cold  stream 
from  Baffin's  Bay,  Labrador,  and  the  coasts  of  the  north,  running  to  the  south  with  equal  velocity.  Where 
is  the  trade-wind  that  gives  the  higli  level  to  Baffin's  Ba}^,  or  that  even  presses  upon  or  assists  to  put  this 
current  in  motion  ?     The  agency  of  winds  in  piroducing  currents  in  the  deep  sea  must  be  very  partial. 

"  These  two  currents  meet  off'  the  Grand  Banks,  where  the  latter  is  divided.  One  part  of  it  underruns 
the  Gulf  Stream,  as  is  shown  by  the  icebergs  which  are  carried  in  a  direction  tending  across  its  course. 
The  probability  is,  that  this  'fork'  continues  on  towards  tJic  south,  and  runs  into  the  Caribbean  Sea,  for  the 
temperature  of  the  water  at  a  little  depth  there,  has  been  found  far  below  the  mean  temperature  of  the 
earth,  and  quite  as  cold  as  at  a  corresponding  depth  off  the  arctic  shores  of  Spitzbergeu.      *         *         * 

"  More  water  cannot  come  from  the  equator  or  the  pole  than  goes  to  it.  If  we  make  the  trade-winds 
to  cause  the  former,  some  other  wind  must  produce  the  latter;  but  these  cold  currents,  for  the  most  part, 
and  for  great  distances,  are  suhmarine,  and  therefore  beyond  the  influence  of  winds.  Hence,  it  should 
appear  that  irinds  have  little  to  do  with  the  general  system  of  at^ueous  circulation  in  the  ocean. 

"Tlio  other  'fork'  runs  between  us  and  the  Gulf  Stream  to  the  south,  as  already  described.  As  far  as 
it  has  been  traced,  it  warrants  tlw  belief  that  it  too  runs  ?/^)  to  seek  the  so-called  A /^/ie?-  level  of  the  Mexican 
(iulf.  ••■■■  -:<■  ■»  -x-  *  *  -X-  -»  *  •»  * 


TIIK    TUKKMAL    CllAUTS.  33o 

"Therefore,  tliis  iinmeiiso  volume  of  water,  iu  passing  from  tlie  Balianias  to  tlic  Grand  I?aiiks,  meets 
with  an  opposing  force  in  the  shape  of  resistance,  suflicieut  in  the  aggregate  to  retard  it  two  miles  and  a 
half  the  minute,  and  this  only  in  its  eastward! y  rate.  Thei'e  is,  doubtless,  another  furei;  quite  as  great, 
retarding  it  towards  the  north,  for  its  course  shows,  that  its  velocity  is  the  residtant  of  two  forces  acting  iu 
different  directions.  If  the  former  resistance  be  calculated  according  to  received  laws,  it  will  be  found 
equal  to  several  atmospheres.  And  by  analogy,  how  inadcquale  must  the  pressure  of  the  gentle  trade- 
winds  be  to  such  resistance,  and  to  the  effect  assigned  them?  If,  therefore,  in  the  ])roj)osed  inquiry,  we 
search  for  a  proj)clling  power  nowhere  but  in  the  higher  level  of  the  gidf,  we  must  admit,  in  the  head  of 
water  there,  the  existence  of  a  force  capable  of  putting  in  motion  and  driving  over  a  plain,  at  the  rate  of 
.".  miles  the  hour,  all  the  waters  as  f;ist  as  they  can  be  brought  down  by  3,000  such  streams  as  the  Missis- 
.M[ipi  Eiver — a  power  at  least  sufficient  to  overcome  the  resistance  required  to  reduce,  from  two  miles  and 
a  half  to  a  few  feet  per  minute,  the  velocity  of  a  stream  that  keeps  iu  perpetual  motiun  oue-ioiirth  of  all 
the  waters  of  the  Atlantic  Ocean. 

"But,  in  addition  to  this,  may  there  not  be  a  peculiar  system  of  laws  not  yet  revealed,  by  Avhich  the 
motion  of  fluids  in  such  large  bodies  is  governed  when  moving  through  each  other  in  currents  of  different 
temperature.  That  currents  of  sea-water,  having  different  temperatures,  do  not  readily  commingle,  is  shown 
by  the  fact  already  mentioned — that  the  line  of  separation  between  the  warm  waters  of  the  gulf  and  the 
cold  waters  of  the  Atlantic  is  perfectly  distinct  to  the  eye  for  several  hundred  miles ;  and  even  at  the 
distance  of  a  thousand  miles,  though  the  two  waters  have  been  in  contact  and  continued  agitation  for  many 
days,  the  thermometer  shows  that  the  cold  water  on  either  side  still  jKrforins  the  pari  of  river  hanks  in 
keeping  the  warm  waters  of  the  stream  in  thcii-  proper  channel. 

"  In  a  winter's  day  off"  Hatteras,  there  is  a  difference  between  these  waters  of  near  20°.  Those  of  the 
gulf  being  warmer,  we  are  taught  to  believe  that  they  arc  lighter ;  they  should,  therefore,  occupy  a  higher 
level  than  those  through  which  they  float.  Assuming  the  depth  here  to  be  114  fathoms,  and  allowing  the 
usual  rates  of  expansion,  figures  show  that  the  middle  of  the  Gulf  Streani  here  should  be  nearly  2  feet 
higher  than  the  contiguous  waters  of  the  Atlantic.  "Were  this  the  case,  the  surf\xce  of  the  stream  would 
present  a  double  inclined  plane,  from  which  the  water  would  be  running  down  on  either  side,  as  from  the 
roof  of  a  house.  As  this  ran  off"  at  the  top,  the  same  weight  of  colder  water  would  run  in  at  the  bottom  ; 
and  thus,  before  this  mighty  stream  had  completed  half  its  course,  its  depths  would  be  brought  up  to  the 
surface,  and  its  waters  would  be  spread  out  over  the  ocean.  Why,  then,  does  not  such  a  body  of  warm 
■water,  flowing  and  adhering  together  through  a  cold  sea,  obey  this  law,  and  occupiy  a  higher  level  ?  If  it 
did,  the  upper  edges  of  its  cold  banks  would  support  a  lateral  pressure  of  at  least  100  lbs.  to  the  square  foot ; 
and  vessels  in  crossing  it  would  sail  over  a  ridge,  as  it  were ;  on  the  east  side  of  which  they  would  meet 
an  easterly  current,  and  on  the  west  side  a  westerly  current.         *         *         *         "         '■*         *         * 

"Tlie  maximum  temperature  of  the  Gulf  Stream  is  86°,  or  about  9°  above  the  ocean  temperature  due 
the  latitude.  Increasing  its  latitude  10°,  it  loses  but  2°  of  tcmjierature.  And,  after  having  run  3,000  miles 
towards  the  north,  it  still  preserves,  even  in  winter,  the  heat  of  summer.     With  this  temperature  it  crosses 


a;jG  THE  WIND  AND  CURUENT  CHAKTS. 

the  -iOtli  degree  of  north  Latitude,  and  there,  overflowing  its  liquid  hanls,  it  spreads  itself  out  for  thousands 
of  square  leagues  over  the  cold  -waters  around,  and  covers  the  ocean  with  a  mantle  of  warnjtli  that  serves 
so  much  to  mitigate  iu  Europe  the  rigors  of  winter.  Moving  now  more  slowly,  but  dispensing  its  genial 
influeuces  more  freely,  it  finally  meets  the  British  Islands.  By  these  it  is  divided,  one  part  going  into  the 
polar  basin  of  Spitzbergen,  the  other  entering  the  Bay  of  Biscay,  but  each  with  a  warmth  considerably 
above  ocean  temperature.  Such  an  immense  volume  of  heated  water  cannot  fail  to  carry  Avith  it  beyond 
the  seas  a  mild  and  moist  atmosphere.     And  this  it  is  which  so  much  softens  climate  there.        *         * 

"  Jilay  there  not  exist  between  the  waters  of  the  stream  and  their  fluid  hanks,  always  heaving  and  mov- 
ing to  the  swell  of  the  sea,  a  sort  oi peristallic  force,  which,  with  other  agents,  assist  to  keep  up  and  preserve 
this  wonderful  system  of  ocean  circulation  ?         *         *         *         *         *         *         *         *         *         * 

"  The  line  of  meeting  between  the  waters  of  the  Gulf  Stream  and  the  Atlantic,  is  distinct  to  the  naked 
eye  for  several  hundred  miles.  This  unreadiness  of  cold  and  tepid  sea-water  to  commingle,  has  been  often 
remarked  upon,  and  seems  to  impart  to  one  current  the  power  of  dividing  and  turning  others  aside.  Thus 
the  Gulf  Stream  bifurcates  the  Labrador  current,  one  piart  of  which  underruns  the  Gulf  Stream,  and  the 
other  takes  a  sontliwestwardly  direction  along  the  coast.        *         *         *         *         *         *         *         * 

" /i!  uvuld  he  curious  to  ascertain  the  routes  of  these  undercurrents  on  their  way  to  tlie  tropical  regions,  which 
they  are  intended  to  cool.  One  has  been  fouud  at  the  equator  200  miles  broad,  and  23°  colder  than  the 
surface  water.     Unless  the  land  or  shoals  intervene,  it,  no  doubt,  comes  down  in  a  spiral  curve.  * 

"  What  time  more  fit — what  occasion  more  suitable  tlian  the  present,  for  maturing  a  plan  of  operations, 
and  for  setting  on  foot  a  system  of  observations  upon  the  Gulf  Stream,  and  its  kindred  phenomena  of  the 
sea."* 

Thus,  by  a  process  of  reasoning  and  argument,  it  was  shown,  more  than  nine  years  ago,  that  the  Gulf 
Stream,  as  far  as  the  Banks  of  Newfoundland,  Hows  through  a  htd  of  cold  water,  which  cold  water  performs 
to  the  warm  the  ofiice  oi  hanks  to  a  river ;t  and  which  "cold  banks"  thus  pointed  out,  were  discovered  with 
the  deep-sea  thermometer,  by  Lieut.  George  M.  Bache,  U.  S.  N.,  in  184(3,  while  operating  iu  connection  with 
the  Coast  Survey.     They  partake  so  decidedly  of  the  character  of  hanl^s  of  a  river,  that  in  the  annual  re- 


*  From  this  questidii  m;i_y  1)0  traced  the  origin  of  the  uniJertal<ing  wliieh  has  resulted  in  the  "  Wind  and  Current  Charts."  The  Asso- 
ciation, appreciating  the  importance  of  the  subject,  and  the  suggestions  connected  with  it,  readily  came  forward  and  used  their  iuHueuce 
in  behalf  of  the  undertaking.     It  was  remarked  to  them  then: — 

"Gentlemen  here,  and  good  men  everj'where,  can  do  much  to  aid  in  this  plan,  by  giving  it  their  countenance,  and  using  their  inthi- 
ence  with  masters,  by  inducing  them  to  send  to  Washington  an  abstract  of  their  logs,  though  it  contain  only  the  track  of  the  vessel,  with 
the  winds  and  temperatures.  Even  this  would  be  valuable,  and  anything'additional  would  lie  much  more  .so.  Our  whalemen  do  collect, 
and  have  it  in  their  power  to  give  much  truly  valuable  information.  That  which  they  collect  concerns  the  meteorologist,  the  naturalist, 
and  others,  not  less  than  the  navigator  and  geologist.  Indeed,  the  ocean,  with  its  almost  unsealed  book  of  mysteries,  presents  to  the 
votary  of  science,  whatever  be  the  name  of  his  association,  a  common  highway,  upon  which  each  society,  like  every  nation,  m.ay  make 
its  ventures,  and  return  in  vessels  laden  with  treasures  to  enrich  the  mind  and  benefit  the  hmnan  race." — Extract  from  a  Paper  on  the 
Currents  of  l/ie  Sea,  as  connected  uit/i  Geotor/i/,  read  before  l/ie  Association  of  American  Geoloyisls  and  Naturalists,  May  14,  1844 — i//  M.  F. 
Maurt/.  I.ieut.   U.  S.  N. 

f  "The  cold  water  on  cither  side,  still  at  the  distance  of  a  thousand  miles,  performs  the  part  of  rieer  banlis  in  keeping  the  warm 
water  of  the  (Gulf)  >Streani  in  the  projier  cliannel.'' — Paper  on  tlic  Gulf  Stream  and  Currents  of  the  Sea. 


THE   TUEItllAI.    CHAKTS.  337 

ports  of  the  Coast  Survey  for  184G,  and  elsewhere,  these  banks  were  likened  to  a  "cold  wall;"  and  by 
Lieut.  Bache,  in  his  report  to  the  superintendent  of  the  survey,  to  "a  bunk  of  cold  water  against  which  tlic 
Gulf  Stream  butts  up."* 

It  was  also  theoretically  shown  that  the  Gulf  Stream  actually  flows  up  hilhf 

That  its  bottom  is  a  bed  of  cold  water  :^ 

That  it  bifurcates  a  cold  stream  from  the  north,  near  the  Banks  of  Newfoundland,  and  that  one  fork  of 
this  stream  pursues  thence,  on  the  other  side  of  the  Gulf  Stream,  a  soulhiuestioardlij  course  as  a  current  of 
cold  water,  for  the  most  jjart  submarine  :§ 

That  it  is  bifurcated  by  the  British  Isles  :|| 

And  that  its  surface  is  a  double  inclined  plane,  having  the  ridge,  or  line  of  meeting  of  the  two  planes, 
near  the  axis  of  the  stream — from  which  the  .surface  water,  like  the  rain  from  the  roof  of  a  liou.sc,  runs  ofl" 
towards  each  side.^^ 


*  "Here,  on  the  left,  Tve  have  the  m.-viii  currents  of  the  (Gulf)  Stream  turned  to  the  eastward  by  Cape  Ilatteras,  and  butting  vp 
against  a  bunk  of  cold  water,  which  it  overflows." — Kcpurl  of  Coast  Surrei/,  1S4G,  Appendix,  No.  4,  page  oO. 

f  "  It  is  easy  to  .«how  tliat  tlie  depth  nf  the  Gulf  Stream  off  Hatteras,  is  not  so  great  as  it  is  in  the  "  narrows"  olf  lieniiiii  by  nearly 
60  per  cent. ;  and  that,  consciiucntly,  instead  of  descending,  its  bed  represents  the  surface  of  an  inclined  plane  from  the  mirth,  up  which 
the  lower  depths  of  the  stream  must  ascend.  If  we  assume  its  depth  ofl'  Bernini  to  be  200  fathoms,'  which  are  thought  to  be  witliin 
limits,  the  above  rates  of  breadth  and  velocity  will  give  114  fiithoms  for  its  depth  off  Hatteras.  The  waters,  therefore,  which  in  the 
Straits,  are  below  the  level  of  the  Hatteras  depth,  so  far  from  descending,  are  actually  forced  up  an  inclined  plane,  whose  submarine 
ascent  is  not  less  than  10  inches  to  the  mile." — Paper  on  the  Gulf  Stream  and  Currents  of  the  Sea,  read  hefore  the  National  Institute,  by  M. 
F.  Maury,  Lieut.  U.  S.  X.,  AprU  2,  1844. 

J  "  As  this,"  (the  warm  water  of  the  Gulf  Stream  made  specifically  lighter  by  its  temperatm-e,)  "ran  off  at  the  top,  the  same  weight 
of  cold  water  would  run  in  at  the  bottom." — Paper  on  the  Gulf  Stream  and  Currents  of  the  Sea,  read  before  the  National  Institute,  by  M.  F. 
Maury,  Lieut.  US.  N.,  April  2,  1844. 

"The  Gulf  Stream  bifurcates  the  Labrador  cui-rcnt;  one  part  of  which  undcrruns  the  Gulf  Stream." — Paper  on  the  Currents  of  the 
Sea,  as  connected  with  Geoloijy ;  read  before  the  Association  of  Jmerican  Geologists  and  N'aturalists,  May  14,  1844,  by  M.  F.  Maury,  Lieut. 
V.  S.  N. 

§  "Apparently,  in  obedience  to  the  laws  here  hinted  at,  there  is  a  constant  tendency  of  polar  waters  towards  the  tropics,  and  of 
tropical  waters  towards  the  pole." — Lieut.  Maury  on  the  Gulf  Stream. 

"  It  wo\ild  be  curious  to  ascertain  the  routes  of  these  undercurrents  on  their  way  to  the  tropical  regions,  which  they  are  intended 
to  cool.  One  has  been  found  at  the  equator,  200  miles  broad,  and  23°  colder  than  the  sni-face  water.  Unless  the  land  or  shoals  inter- 
vene, it  no  doubt  comes  down  in  a  spiral  cm-ve ;  meeting  the  warm  waters  of  the  Gulf  midway  the  ocean,  (the  cold  current)  divides  itself 
and  runs  by  the  side  of  them  right  back  into  those  very  reservoirs  of  the  south." — Ibid. 

II  "It  finally  meets  the  British  Islands.  By  these  it  is  divided— one  part  going  into  the  polar  basin  of  Spitzbergen  ;  the  other  en- 
tering the  Cay  of  Biscay.". — Ibid. 

^  "  In  a  winter's  day  off  Hatteras,  there  is  a  difference  between  these  waters  of  near  20°.  Those  of  the  gulf  being  warmer,  we 
arc  taught  to  believe  that  they  are  lighter ;  they  should  therefore  occupy  a  higher  level  than  those  through  which  they  float.  Assuming 
the  depth  here  to  be  114  fathoms,  and  allowing  the  usual  rates  of  expansion,  figures  show  that  the  middle  of  the  Gulf  Stream  here 
should  be  nearly  two  feet  higher  than  the  contiguous  waters  of  the  Atlantic.  AVere  this  the  case,  the  surface  of  the  stream  would  pre- 
sent a  double  inclined  plane,  from  which  the  water  would  be  running  down  on  either  side,  as  from  the  roof  of  a  house.  As  this  ran  off 
at  the  top,  the  same  weight  of  colder  water  would  run  in  at  the  bottom ;  and  thus,  before  this  mighty  stream  had  completed  half   its 


'  Its  dei.th  in  the  Florida  Pass  has  been  ascertained  by  the  officers  of  the  United  States  ship  Albany,  Commander  Piatt,  acting 
under  the  instructions  of  Commodore  Warrington,  to  be  500  fathoms.  That  is,  bottom  has  been  obtained  at  that  depth.  Whether  the 
Gulf  Stream  water  reaches  aU  the  w.iy  to  the  bottom,  is  another  question. 

43 


388  TIIE    WINU    AXD    CUKREKT    CHAKTS. 

Thus  most,  if  not  all  the  comlitions  which  the  study  of  the  subject  induced  me  in  IS-t-t  to  announce 
as  theoretically  to  exist,  have  since,  as  already  remarked,  been  converted  into  physical  facts  by  the  opera- 
tions of  the  Coast  Survey,  or  by  the  navigators  who  have  been  observing  in  connection  with  the  Wind  and 
Current  Charts. 

The  observations  made  in  18-16  by  Lieut.  George  M.  Bache,  U.  S.  N".,  for  the  Coast  Survey,*  and  con- 
tinued in  ISlrTf  and  1818,:}:  by  Lieutenants  S.  P.  Lee  and  Richard  Bache,  upon  the  deep  sea  and  surface 
temperatures  in  and  about  the  Gulf  Stream,  and  confirmed  as  to  the  surface  temperatures  by  these  Charts, 
as  well  as  by  the  observations  of  Lieut.  J.  C.  Walsh,  U.  S.  N.,  while  observing  in  connection  with  them  in 
1850 — this  mass  of  careful  observations,  thus  collected — all  goes  to  confirm  the  theoretical  suggestions  of 
1814,  with  regard  to  the  cold  haidts  and  currents  of  cold  water  over  or  through  which  the  Gulf  Stream  finds 
its  way  to  the  northward. 

The  oflicers  of  the  Coast  Survey  already  alluded  to,  announced  the  banks  of  the  Gulf  Stream  off  the 
coast  of  North  Carolina  and  Virginia,  to  be  a  "  wall  of  cold  water."  They  also  found,  as  had  already  been 
predicted,  the  water  at  great  depths  to  be  a  very  low  temperature — 38°  Fahrenheit. 

They  also  found  on  the  surface  of  the  ocean,  east  of  the  Gulf  Stream,  layers  or  streaks  of  warm  water. 
It  was  inferred  by  them  that  this  warm  water  comes  from  the  Gulf  Stream — that  it  sent  off  a  branch  in 
the  direction  of  the  Island  of  Bermuda.  It  was  concluded,  therefore,  that  here  was  a  bifurcation  of  this 
stream. 

In  1850,  Lieut.  Walsh,  who  was  sent  out  in  the  LT.  S.  schooner  Taney,  to  make  certain  observations 
which  Congress  had  authorized  the  Secretary  of  the  Navy  to  have  made,  in  connection  with  my  researches 
concerning  the  winds  and  currents  of  the  sea,  found  like  layers  or  streaks  of  warm  and  cold  water,  and 
came  to  a  like  conclusion  as  to  this  bifurcation  or  "  oft'-set"  of  the  Gulf  Stream. 

In  a  letter  giving  me  an  account  of  his  cruise,  which  was  unfortunately  interrupted  by  his  vessel 
proving  to  be  unseaworthy,  he  says:  "  We  discovered  the  hot  ivaters  of  the  Gulf  Stream  extending  as  far 
east  as  72°  10',  in  a  latitude  so  far  south  as  33°  30'.  The  column  of  water  temperature  in  the  Abstract, 
from  May  23  to  29,  while  engaged  in  the  search  for  Ashton  Rock,  will  satisfy  yon  of  this  interesting  and 
important  feet ;  for  you  Avill  notice  that  whenever  we  reached  that  longitude,  in  onr  various  tracks  between 
the  latitudes  of  33°  30'  and  31°  north,  we  experienced  a  sudden  change  of  as  much  as  5°  and  6°  in  the 
surface  temperature — 70°  to  76°  ;  this  must  be  a  branch  or  offset  from  the  Gulf  Stream."  This  "  disco- 
very" is  claimed  by  the  Coast  Survey. 

Now,  these  Charts  do  not  show  that  the  temperature  of  the  ocean  between  these  parallels  beyond  the 
usual  limits  of  the  Gulf  Stream  is  permanently  any  higher  than  it  is  between  the  same  parallels  generally, 
until  you  approach  the  coast  of  Africa.     The  isotherms  of  70°  for  each  month,  generally,  after  leaving  the 


course,  its  dcptlis  woulil  lie  lironglit  up  to  the  surface,  and  its  w.iters  would  he  spread  out  over  the  ocean.     Why,  then,  does  not  such  n 
body  of  warm  water,  flowiiif;  and  adhering  together  through  a  cold  sea,  obey  this  law,  and  occupy  a  higher  level '/"' 

*    Vide  Annual  Report  of  the  Coast  Sui-vey  for  184(3.  f  Ibid.  1847.  J  Ibid.  1848. 


TIIK    'IIIEIIMAL    t'UAin'S.  TviO 

Gulf  Stream,  stretcli  off  to  tlic  eastward,  going  up  as  liigli,  in  some  montlis,  as  tlic  parallel  of  1")°.  Rccross- 
ing  the  parallel  of  40°  north,  between  the  meridians  of  1.")°  and  20°  W.,  they  then  make  a  sharii  turn  to 
the  southward  and  eastward,  showing  all  the  surface  water  between  these  lines  and  the  equator  to  be  per- 
manently 70°  and  upwards.  It  is  not  })robabIe,  therefore,  that  the  CJulf  Stream  can  supply  such  an  extent 
of  ocean  with  its  warm  waters;  nor  is  it  clear  that  the  warm  water  of  the  cool  and  warm  streaks,  reported 
as  above,  comes  from  the  Gulf  of  Mexico.  The  cool  water  is  probably  the  intruder  from  below  ;  indeed, 
these  Charts  have  revealed  a  natural  process  of  heating  and  cooling  the  surface  of  the  ocean,  which  I  am  not 
aware  has  been  discovered  before.  It  is  exceedingly  beautiful,  and  goes  far  to  explain  this  phenomenon  of 
tlic  streaks:  when  the  rays  of  the  sun  are  operating  with  their  greatest  intensity  in  the  northern  hemi- 
sphere, they  then  raise  the  temperature  of  the  equatorial  surface  of  the  ocean  to  the  highest  pitch.  Its 
waters  thus  becoming  lighter,  flow  to  the  north  in  a  gentle  sui-face  current  of  warm  water ;  and  this  curin^nt 
is  probalily  too  feeble  to  be  detected  by  vessels  in  the  ordinary  course  of  navigation. 

Thus  the  isotherm  of  80°,  for  example,  will  pass  from  its  extreme  southri-ii  to  its  extreme  northern 
declination — near  2,000  miles — in  about  three  months. 

Being  now  left  to  the  gradual  process  of  cooling  by  evaporation,  atmospherical  contact,  anil  radiation, 
it  occupies  the  other  eight  or  nine  months  of  the  year,  in  slowly  returning  south  to  the  parallel  whence  it 
commenced  to  flow  northward.  How  natural  that  in  flowing  north  it  should  go  in-  layei's  ;  and  in  cooling, 
that  some  parts  should  cool  faster  than  the  others  ;  also,  that  the  cool  water  from  below  should  now  and 
then  be  forced  up  through  the  mantle  of  warm  water  with  which  the  heat  has  covered  certain  parts  of  the 
ocean.  When  we  come  down  to  the  lower  temperatures — the  isotherm  of  00°,  for  example — the  reverse 
takes  place.  In  this  case,  the  most  rapid  motion  of  this  isotherm  is  due  to  a  movement  of  the  waters  from 
the  hyperborean  regions. 

Between  the  meridians  of  25°  and  30°  west,  the  isotherm  of  60°  in  September,  ascends  as  high  as  the 
parallel  of  56°.  In  October,  it  reaches  the  parallel  of  50°  north.  In  November,  it  is  found  between  the 
parallels  of  4.5°  and  47°,  and  by  December,  it  has  nearly  reached  its  extreme  southern  descent  between 
these  meridians,  which  it  accomplishes  in  January,  standing  then  near  the  parallel  of  40°.  It  is  all  the 
rest  of  the  year  in  returning  northward  to  the  parallel  whence  it  commenced  its  flow  to  the  south  in  Sep- 
tember. 

Now,  it  will  be  observed,  that  this  is  the  season — from  September  to  December — immediately  succeed- 
ing that  in  which  the  heat  of  the  sun  has  been  playing  with  greatest  activity  upon  the  polar  ice.  Its 
melted  waters,  which  are  thus  put  in  motion  in  June,  July,  and  August,  would  probably  occupy  the  fall 
months  in  reaching  the  parallels  indicated. 

These  waters,  though  cold,  and  rising  gradually  in  temperature  as  they  flow  south,  are  probably 
fresher ;  and  if  so,  probably  lighter  than  the  sea-water  ;  and  therefore  it  may  be,  that  both  the  warmer  and 
cooler  systems  of  these  isothermal  lines  are  made  to  vibrate  up  and  down  the  ocean  by  a  gentle  surface  cur- 
rent in  the  season  of  quick  motion ;  and  in  the  season  of  the  slow  motion,  by  a  gradual  process  of  calorific 
absorption  in  the  one  case,  and  by  a  gradual  process  of  cooling  in  the  other. 


340  THE  WrND  AND  CURRENT  CHARTS. 

We  liave  the  same  phenomena  exhibited  by  the  waters  of  the  Chesapeake  Bay  during  the  winter. 

At  this  season  of  the  year,  the  (Jharts  show  that  water  of  very  low  temperature  is  found  projecting  out 
and  overlapping  the  usual  limits  of  the  Gulf  Stream.  The  outer  edge  of  this  cold  water,  though  jagged,  is 
circular  iu  its  shape,  having  its  centre  near  the  mouth  of  the  bay.  The  waters  of  the  bay  being  fresher  than 
those  of  the  sea,  may,  therefore,  though  colder,  be  lighter  than  the  warmer  waters  of  the  ocean.  And  thus 
we  have  repeated  here,  though  on  a  smaller  scale,  the  phenomenon  as  to  the  flow  of  cold  waters  from  the 
north,  which  force  the  surface  isotherm  of  60°  from  latitude  50°  to  -±0°  during  three  or  four  months. 

We  have,  in  the  making  of  ice,  and  in  tlie  melting  of  it  again,  exam})les  of  this  irregularity  of  outline 
on  a  still  smaller  scale.  In  the  freezing  of  an  ordinary  pond,  the  fascicles  of  ice  shoot  out,  and  represent 
with  their  spires,  the  jagged  edges,  or  the  cold  and  warm  streaks  alluded  to.  They  perfectly  illustrate,  in 
freezing,  the  manner  in  which  a  gentle  current  of  warm  water,  (jverflowing  a  surface  of  cold  water,  may  bo 
supposed  to  send  out  its  couriers  or  advance  streams  ahead  ;  and,  in  melting,  the  reverse,  or  the  case  of  the 
cold  water  intruding  upon  the  warmer. 

Changes  in  the  color  or  depth  of  the  water,  and  the  shape  of  the  bottom,  &c.,  would  also  cause  changes 
in  the  temperature  of  certain  parts  of  the  ocean,  by  increasing  or  diminishing  the  capacities  of  such  parts 
to  absorb  or  radiate  heat. 

From  these  facts,  and  in  the  view  which  I  am  induced  to  take  of  them,  I  am  led  to  infer  that  the  mean 
temperature  of  the  atmosphere  between  the  parallels  of  50°  and  -±0°  north,  and  over  that  part  of  the  ocean 
in  which  we  have  been  considering  the  fluctuations  of  the  isothermal  line  of  00°,  is  at  least  60°  of  Fahren- 
heit— and  upwards,  from  January  to  August,  and  that  the  heat  which  the  waters  of  the  ocean  derive  from 
this  source,  atmo.spherical  contact  and  radiation,  is  one  of  the  causes  wdiich  move  the  isotherm  of  60°  from 
its  January  to  its  September  parallel. 

It  is  well  to  consider  another  of  the  causes  which  are  at  work  upon  the  currents  in  this  part  of  the 
ocean,  and  which  tend  to  give  the  rapid  southwardly  motion  to  the  isotherm  of  00°. 

AYe  know  the  mean  dew-point  must  always  be  Ijclow  the  mean  temperature  of  any  given  place;  and 
that,  consec|ueutly,  as  a  general  rule  at  sea,  the  mean  dew-point  due  the  isotherm  of  00°,  is  higher  than  the 
mean  dew-point  along  the  isotherm  of  50°,  and  this  again  higher  than  that  of  40° — this  than  30°,  and  so  on. 

Suppose,  merely  for  the  sake  of  illustration,  that  tlie  mean  dew-point  for  each  isotherm  be  5°  lower 
than  the  mean  temperature ;  we  should  then  have  the  atmosphere  which  crosses  the  isotherm  of  00°,  with  a 
mean  dew-point  of  55°,  gradually  [)recipitating  its  vapors  until  it  reaches  the  isotherm  of  50°,  with  a  mean 
dew-point  of  45°.  By  which  difference  of  dew-point,  the  total  amount  of  precipitation  over  the  entire 
zone  between  the  isotherms  of  00°  and  50",  has  exceeded  the  total  amount  of  evaporation  from  the  same 
surface. 

Now,  as  a  general  rule  in  the  Atlantic  Ocean,  and  it  may  be  inferred  in  the  Pacitic  also,  the  prevailing 
direction  of  the  winds,  to  the  north  of  the  40th  parallel  of  nortli  latitude,  is  from  the  southward  and  west- 
ward;  in  (ither  words,  it  is  fromthc  higher  to  the  li)wcr  isotherms.  Passing,  therefore,  from  a  higher  to  a 
Idwim'  ti'ni](rrntur('  nyri'  the  ocean,  tlie  total  amount  of  vajuir  deposited  by  any  given  volume  of  atmosjihcre. 


TIIK   TUEUMAL   CUAUTS.  341 

as  it  is  Llown  from  the  vicinity  of  the  tropical  towards  tliat  of  tlic  polar  regions,  is  greater  than  that  which 
is  taken  up  again.  How  ibe  land  may  modify  tliis  position,  is  another  qnestion.  I  speak  of  the  rule  at 
sea,  not  of  the  exceptions  on  the  land. 

Now,  then,  these  investigations  have  brouglit  out  prominently  before  us  the  fact  that  there  is,  near 
the  tropics,  both  of  Cancer  and  Capricorn,  a  belt  of  calms  across  the  great  oceans.  That,  on  the  equatorial 
side  of  these  belts,  the  winds  at  the  surface  of  the  sea  blow  permanently  towards  the  equator — /.  e.  they 
come  from  a  cooler,  and  go  to  a  wanner  region;  thus  increasing  their  capacity  for  moisture,  and  conse- 
quently taking  np  more  vapor  in  this  |iart  of  their  circuit  than  they  precipitate  down  upon  it  again.    ' 

On  the  polar  side  of  these  calm  belts  of  the  tropics,  the  prevailing  direction  of  the  wind  on  the  surface 
of  the  ocean  is  towards  the  poles — i.e.  from  a  warm  to  a  colder  temperature;  and,  therefore,  in  this  part  of 
their  circuit,  tliese  winds  must  deposit  more  vapor  than  they  can  take  u})  again. 

These  facts,  though  they  be  not  new,  yet  they  are  pressed  by  the  Charts  so  firciljly  upon  us,  that  we 
are  led  irresistibly  to  the  theoretical  conclusion,  that  the  trade-wind  regions  of  the  ocean  are  the  evaporating 
i-egious ;  and  that,  as  a  general  rule,  in  all  other  regions  of  the  world,  except  tlie  deserts,  and  a  few  others, 
mostly  on  the  land,  the  evaporation  is  less  than  the  precipitation,  and  that  the  excess  is  returned  by  the 
rivers  and  the  rains,  iu  the  shape  of  currents,  from  towards  the  poles  to  the  evaporating  regions  of  the  torrid 
zone;  and  that  the  total  amount  of  rain  and  river  water  discharged  into  the  sea,  without  the  limits  of  the 
evaporating  region,  expresses  the  volume  by  which  the  cold  currents  exceed  the  warm  currents  of  the  sea 
— designating  as  cold  currents  all  those  which  run  into  the  torrid  zone ;  and  all  those  as  warm,  which  bring 
their  waters  from  it. 

These  Charts  indicate  that,  upon  the  ocean,  the  area  comprehended  between  the  isotherms  of  40°  and 
50°  Fahrenheit,  is  less  than  the  area  comprehended  between  the  isotherms  oO°  and  60°  ;  and  this,  again, 
less  than  the  area  between  this  last  and  70° ;  for  the  same  reason  that  the  area  between  the  parallels  of 
latitude  50°  and  G0°  is  less  than  the  area  between  the  parallels  of  latitude  40°  and  50°  ;  and  they  indi 
cate  that,  theoretkcdhj,  more  rain  to  the  square  inch  ought  to  fall  upon  the  ocean  between  the  colder  iso- 
therms of  10°  diflerence,  than  between  the  warmer  isotherms  of  the  same  diiVei-euce. 

Thus,  to  make  myself  clear :  the  aqueous  isotherm  of  50°,  in  its  extreme  noi'thern  reach,  touches  the 
parallel  of  60°  N.  Now,  between  this  and  the  equator  there  are  but  three  isotherms;  60°,  70°  and  80°, 
■with  the  common  difference  of  10°.  But  between  the  isotherm  of  40°  and  the  pole,  there  are  at  least  five 
others,  viz:  40°,  30°,  20°,  10°,  0°,  with  a  common  diilerence  of  10°.  Thus,  to  the  north  of  the  isotherm 
•  iiJ°,  the  vapor  which  would  saturate  the  atmosphere  from  zero,  and  perhaps  far  below,  to  near  40°,  is 
deposited,  while  to  the  south  of  50°  the  vapor  which  wotdd  saturate  it  from  the  temperature  of  50°  up  to 
that  of  80°,  can  only  be  deposited.  At  least,  such  would  be  the  case  if  there  were  no  irregularities  of 
heated  plains,  mountain  ranges,  land,  &c.,  to  disturb  the  laws  of  atmospherical  circulation  as  they  apply  to 
the  ocean. 

Having  therefore  theoretically,  at  .sea,  more  rain  in  high  latitudes,  we  should  have  more  clouds;  and 
therefore  it  would  require  a  longer  time  for  the  sun,  with  his  feeble  rays,  to  rais(>.  the  temperature  of  the 


342  THE  WIND  AND  CURRENT  CHARTS. 

oold  water,  wliicb,  from  September  to  January,  has  brought  the  isotherm  of  60°  from  hititucle  56°  to  40°, 
than  it  did  for  these  cool  surface  currents  to  float  it  down. 

After  this  southward  motion  of  the  isotherm  of  60°  has  been  checked  in  December  by  the  cold,  and 
after  the  sources  of  the  current  which  brought  it  down  have  been  bound  in  fetters  of  ice,  it  pauses  in  the 
long  nights  of  the  northern  winter,  and  scarcely  commences  its  return  till  the  siin  recrosses  the  equator,  and 
increases  its  power,  as  well  in  intensity  as  in  duration. 

Thus  we  have  here,  for  the  first  time,  beautifully  developed,  tlie  effects  of  night  and  day,  of  clouds  and 
sunshine,  upon  the  currents  of  the  sea.  These  effects  are  modified  by  the  operations  of  more  powerful 
agents  which  reside  upon  the  land ;  nevertheless,  feeble  though  those  of  the  former  class  may  be,  a  close 
study  of  the  Thermal  Charts  will  indicate  that  they  surely  exist. 

Now,  i-eturning  towards  the  south  :  we  may,  on  the  other  hand,  infer  that  the  mean  atmospherical 
temperature  for  the  parallels  between  which  the  isotherm  of  80°  fluctuates,  is  below  80°,  at  least,  for  the 
nine  months  of  its  slow  motion.  This  vibratory  motion  suggests  the  idea  that  there  is,  probably,  some- 
where between  the  isotherm  of  80°  in  August,  and  the  isotherm  of  G0°  in  January,  a  line,  or  belt  of 
invariable  or  nearly  invariable  temperature,  which  extends  on  the  surflice  of  the  ocean,  from  one  side 
of  the  Atlantic  to  the  other.  This  line,  or  band,  may  have  its  cycles  also,  but  they  are  probably  of  long 
periods. 

Theoretically,  such  a  line  ought  to  be  found  for  any  given  year ;  but  its  place  for  one  entire  year  may 
not  coincide  with  its  place  for  another,  though  the  motion  of  such  a  belt  from  year  to  year  would  probably 
be  very  small. 

The  observations  upon  which  these  Charts  are  founded  run  through  a  period  of  half  a  century ;  conse- 
quently, they  show  the  temperature  for  the  months  only,  without  regard  to  the  year;  and  therefore  they  do 
not  enable  us  to  decide  satisfactorily  as  to  the  existence  of  such  a  belt  of  uniform,  or  nearly  uniform,  ocean 
temperatures  for  any  one  year. 

Talving  the  isotherms  of  50°  ami  G0°  to  illusti'ato  the  manner  general^,  in  which  the  waters  of  dif- 
ferent temperatures  run  into  each  other,  we  shall  find  that  their  line  of  separation  is  not  smooth,  but 
jagged.  The  line  of  junction  between  the  warm  and  cold  waters  of  the  sea,  is  not  unlike  the  sutures  of 
the  skull  bone  on  a  grand  scale.  The  waters  of  one  temperature  are  dovetailed  and  fitted  into  those 
of  another,  in  apparently  the  most  irregular  manner ;  but,  nevertheless,  like  the  sutures  of  the  skull  when 
they  come  to  be  examined  closely,  these  lines  of  articulation  clearly  indicate  traces  of  symmetry.  They 
have  their  laws. 

Now  a  vessel — when  waters  of  marked  differences  of  temperature  meet — tliat  sails  along  near  their 
line  of  junction,  will  come  across  layers  or  streaks  of  water,  at  one  time  warmer,  at  another  cooler. 
Where  a  jagged  point  of  warmer  water  is  found  in  one  month  to  thrust  itself  up  into  a  body  of  cooler 
water,  perhaps  the  next  month  it  will  be  found  that  this  obtruding  of  the  warm  water  has  disappeared, 
and  given  place  to  the  intrusion  from  the  cooler  water — of  an  articulating  surface  equally  irregular  in 
its  outlines.     Such  layers  of  cooler  and  warmer  streaks  of  water  are  generally  to  be  found  along  that 


TlIK   TllEKilAL   C'llAKTS.  343 

jjurt  of  tlic  (isual  sailing  route  between  New  York  and   tlio   north  of  Europe,  wliii^li   runs  willi  tlic  Gulf 
Stream. 

There  is  on  this  route  a  peninsula  or  island  of  cold  water,  which  hangs  down  into  the  Gulf  Stream  like 
a  curtain  dropped  from  the  north.  Its  position,  as  well  as  its  dimensions,  vary.  It  often  covers  several 
degrees  in  extent — and  it  alYords  instances  of  the  greatest  and  most  suddi^n  changes  that  are  known  to  take 
place  in  the  temperature  of  the  surface  waters  of  the  sea.  It  is  generally  found  about  the  parallel  of  45°, 
and  the  meridian  of  50°.  Covering  frequently  an  area  of  hundreds  of  miles  in  exti'ut,  its  waters  differ  as 
much  as  20°,  25°  30°;  and  in  rare  cases  even  as  much  as  35°  of  temperature  from  those  about  it. 

These  waters,  doubtless,  come  down  from  the  cold  regions  of  the  north,  and  are  perhaps  in  the  strongest 
part  of  that  current. 

The  bottom  of  the  sea  in  that  region — the  Grand  Banks — assists,  no  doidit,  in  forcing  this  mass  of  cold 
waters  to  the  surface;  and  the  fact  that  they  penetrate  for  down  across  the  usual  track  of  the  Gulf  Stream, 
at  times  almost  cutting  it  in  two,  as  it  were,  seems  to  indicate  that  their  momentum  here  is  greater  than  the 
momentum  of  the  warm  waters  of  the  Gulf  Stream,  which  they  push  aside;  or  it  may  be  that  this  part  of 
the  ocean  is  very  shallow.     It  would  be  interesting  to  ascertain  as  to  this  with  lead  and  line.* 

Between  this  peninsula  of  cold  water  and  Newfoundland,  there  is  a  layer  or  branch  of  warm  waters  ; 
perhaps  these  are  brought  there  by  a  bifurcation  of  the  Gulf  Stream.  Ilere,  we  have  clearly  and  unexpect- 
edly unmasked  the  very  seat  of  that  agent  Avhich  produces  the  Newfoundland  fogs.  It  is  spread  out  over 
an  area  frequently  embracing  several  thousand  square  miles  in  extent,  covered  with  cold  water,  and  sur- 
rounded on  three  sides,  at  least,  with  an  immense  body  of  w\arm.  May  it  not  be  that  the  proximity  to  each 
other  of  these  two  very  unequally  heated  surfaces  out  upon  the  ocean  would  be  attended  by  atmospherical 
phenomena  not  unlike  those  of  the  land  and  sea  breezes  ?  These  warm  currents  of  the  sea  are  pow^erful 
meteorological  agents.  I  have  been  enabled  to  trace,  in  thunder  and  lightning,  the  influence  of  the  Gulf 
Stream  in  the  eastern  half  of  the  Atlantic,  as  far  north  as  the  }iarallel  of  55°  N. ;  for  there,  in  the  dead  of 
winter,  a  thunderstorm  is  not  unusual. 

Reviewing  now  what  has  been  said  concerning  the  layers  of  cold  and  warm  water  along  the  European 
route  of  the  Gulf  Stream,  and  returning  to  the  cool  and  warm  streaks  mentioned  by  Lieut.  Walsh,  and 
claimed  by  the  Coast  Survey  as  the  discovery  of  a  "  branch"  from  the  Gulf  Stream,  it  appears  probable 
that  the  warm  waters  which  that  survey  encountered,  and  reported  as  coming  from  the  Gulf  Stream,  are  the 
warm  waters  properly  due  the  latitude,  and  the  effect  of  the  South  America  shore  line  as  for  as  Cape  St. 
Eoque,  in  sending  north  its  warm  waters.  The  difierence  of  temperature  may  be  partly  due,  also,  to  the 
warm  waters  of  the  surface  being  separated  into  streaks  by  the  cooler  waters  of  the  submarine  current, 
which,  by  the  agitation  of  the  ocean,  are  here  and  there  brought  to  the  surface  through  the  thin  layer  of 
warm  surface  water. 

If  we  draw  a  line  of  a  degree  or  two  in  breadth  from  the  capes  of  the  Chesapeake  and  the  Delaware 
Bays  towards  Cape  St.  Roque  in  Brazil,  we  shall  find  in  this  direction,  after  crossing  the  Gulf  Stream,  a 


*  Berryman's  experiments  have  proved  these  conjectures  to  be  well  fouiuleil. 


iHi  THE  WIND  AND  CUKKKNT  CHARTS. 

remarkaUe  layer  of  cool  water.  This  layer  extends  to  the  equator,  and  it  is  more  clearly  marked  at  some 
seasons  of  the  year  than  at  others  ;  so  much  so,  that  I  have  been  at  a  loss  to  account  for  it.  Like  an  im- 
mense lake,  it  is  surrounded  with  water  of  a  higher  temperature.  It  cannot  therefore  be  brought  there  by 
a  cold  surface  current.     It  is  strictly  a  h'jer,  in  contradistinction  to  a  current. 

The  only  idea  that  has  suggested  itself  in  explanation  of  this  jihenomenon,  is  in  the  conjecture  that 
there  may  be,  stretching  off  in  this  direction,  a  submerged  mountain  range  or  ridge  at  the  bottom  of  the  sea, 
across  which  the  cold  waters  of  this  submarine  current,  as  it  forces  itself  down  towards  the  equator,  are 
brought  to  the  surface  by  the  agitation  of  the  waves. 

Standing  out  like  peaks  in  this  rauge,  arc,  the  islands  of  Fernando  de  Noronha,  the  Penedo  de  Saa 
Pedro,  and  the  Bermudas.  The  islands  and  mountains  of  Cuba  occuj)y  a  position  which  a  mountain  spur 
from  this  sunken  range  migbt  be  supposed  to  occupy. 

Lieuts.  Walsh,  and  S.  P.  Lee,  were  directed  to  run  across  this  supposed  submarine  range  of  mountains 
a  zigzag  line  of  deep-sea  soundings,  from  the  equator  to  the  Capes  of  Virginia.  (P.  217.)  But  unfortu- 
nately circumstances  proved  unfavorable,  and  they  each  had  to  abandon  this  interesting  part  of  his  work. 

It  was  announced  by  Dr.  Bachc,  l)efore  the  American  Association  at  Cleveland,  last  summer,  that 
Lieuts.  Craven  and  Maffit,  U.  S.  N.,  had  discovered,  to  the  east  of  the  Gulf  Stream,  off  the  shores  of  the 
Carolinas,  and  S.  W.  of  the  region  indicated,  a  remarkable  elevation  or  ridge  in  the  bottom  of  the  sea,  thus 
tending  to  prove  the  correctness  of  this  theoretical  deduction. 

The  following  letter  from  Lieut.  Berryman  is  interesting : — 

"  We  brongkt  across,  in  a  zigzag  course,  very  satisfactory  and  uniform  sonndings,  until  we  reached  the 
meridian  of  about  48°  west,  where  the  water  deepened^  and  the  temperature  at  400  fathoms  fell  to  60°  from 
(35° ;  this,  I  suppose,  must  be  that  cold  stream  which  you  mentioned  (in  one  of  your  papers  on  the  Gulf 
Stream),  as  underrunning  that  stream  after  coming  from  the  north  over  the  Grand  Banks.  This  deep  water, 
too,  Avas  south  of  our  deepest  cast  on  our  ontward-bound  course,  aud  must  be  the  valley  of  your  submarine 
mountain,  the  side  of  which  we  have  already  ascended  high  enough  to  have  only  1,300  fathoms.  I  shall 
try  hard  to  find  the  top.  The  winds  and  the  treacherous  sea  are  serious  obstacles.  We  are  already  driven 
from  our  line  two  or  more  degrees  south  of  false  Bermuda,  and  hardly  a  hope  of  getting  back.  I  Avas  par- 
ticularly anxious  to  give  it  a  sounding,  for  I  am  now  convinced  Walsh's  wire  cast  was  similar  to  one  I  had 
with  6, GOO  fathoms,  without  knowing  whether  bottom  was  had  or  not.  The  experiment  was  made  with 
Brooke's  sounding-ball,  and  the  line  parted  in  hauling  it  in.  I  think  the  ivcighi  of  ivire  would  keep  it  run- 
ning 'forever  and  a  day,'  and  feel  confiilent  Mr.  Walsh's  would  have  been  considerably  cut  short  by  our 
mode  of  sounding  with  twine. 

"  In  the  position  assigned,  the  deep  east  of  Captain  Barron,  of  the  John  Adams,  we  found  onl}^  2,550 
fathoms,  about  one  mile  south.  We  had  excellent  weather,  and  were  fortunate  in  sounding  it  at  a  period 
of  the  day  when  both  latitude  and  longitude  were  obtained  on  the  spot. 

"  Our  cast  of  1,300  fathoms  is  only  180  miles  south  of  Mr.  Walsh's  5,700,  and  ascending  the  east  side 
of  your  submarine  mountain.     When  our  boat  is  sounding,  two  or  more  oars  are  kept  going,  to  keep  the 


THE    THERMAL    CHARTS.  '  345 

I 

line  up  and  down,  and  wliou  bottom  is  found,  the  oars  stopped,  and  the  boat  sufiered  to  rtdc  by  the  twine, 

and  then  luuded  up  to  the  mark  at  which  the  line  stops  running.     This  is  repeated  several  limes,  to  make 

sure  of  having  bottom.     I  have  had  no  chance  of  sounding  from  the  vessel,  and,  indeed,  I  should  never 

do  it  unless  without  boats  entirely.     The  soundings  taken  on  board  any  of  our  cruising  ships,  where  there 

is  any  drift,  /  think,  cannot  be  depended  on  when  the  water  is  over  1,500  fathoms  deep,  and  scarcely  then. 

"The  weather  is  so  boisterous  here,  and  so  little  to  be  depended  on,  that  I  fear  I  shall  be  obliged  to 

pass  over  much  very  interesting  ground,  for  our  provisions  are  nearly  gone ;  indeed,  some  parts  of  our 

rations  are  already  consumed,  and  in  a  few  days  our  grog  will  be  stopped  short,  from  the  same  cause. 
************ 

"Passing  over  this  submarine  mountain  of  yours,  suggests  to  my  mind  the  possibility  of  its  having 
something  to  do  with  the  growth  of  ilmfucus  natans.  We  pass  increased  quantities  of  it  here,  and  in  more 
compact  masses.  May  not  the  sides  of  your  mountain  be  covered  with  it?  Yesterday,  I  gave  Brooke's 
lead  or  'sounding-ball'  another  trial;  and  I  am  sure  it  reached  bottom,  and  that  the  shot  became  detached. 
We  hauled  in  several  hundred  fathoms,  when  the  line  parted.  I  am  not  established  in  the  belief  of  recov- 
ering the  line  at  all,  for  it  evidently  twists  oft^  no  matter  how  slow  we  haul  it  in.  Yesterday,  it  was  hauled 
in  by  hand  very  slow,  giving  every  relief  possible,  ■\\-hen  the  brig  rolled ;  but  it  parted  under  water.  The 
water  has  deepened  from  1,300  to  3,000  fathoms;  so  I  apprehend  we  have  passed  the  great  mountain  ridge. 
I  see  upon  the  English  Chart  we  are  passing  several  casts  by  a  vessel  called  Harvest,  from  366  fathoms  to 
744.  To-day  we  are  within  70  miles,  and  yesterday  only  40  miles  of  the  366  cast,  and  find  3,000  fathoms. 
Those  casts  were  taken  in  1850,  by  what  means  I  do  not  know.*  Only  one  opportunity  has  offered  for 
ascertaining  current  by  experiment.  By  our  observations,  they  are,  in  this  region,  very  uncertain.  At 
this  season  of  the  year,  I  have  no  doubt  that  but  few  opportunities  offer  for  any  satisfactorj^  experiments." 
The  isotherms  of  60°,  50°,  and  40°,  take  a  northeastwardly  direction  across  the  Atlantic,  and  show  the 
H  waters  of  the  ocean  to  be  as  warm,  indeed  warmer,  between  latitude  60°  and  65°,  off  the  shores  of  Europe, 
than  they  are  on  this  side,  near  the  parallels  of  40°  and  45°. 

The  Gulf  Stream  is  roof-shaped ;  that  is,  it  is  higher  in  the  middle  and  lower  at  the  edges— and  has  a 
roof-current  running  from  the  middle  or  axial  line  to  either  edge,  as  suggested  in  1844.     That  it  is  so,  has 
been  proved  by  experiments  since  made  with  regard  to  it,  by  officer's  of  the  Navy. 
ij  Thus,  in  lowering  a  boat  to  try  «,  current,  they  found  that  the  boat  would  invariably  be  drifted  towards 

f  one  side  or  other  of  the  stream,  while  the  vessel  herself  was  drifted  along  in  the  direction  of  it.  Now,  were 
it  possible  to  make  a  vertical  section  across  the  Gulf  Stream,  the  top  of  it  would  appear  convex,  and  the 
bottom  concave,  unless  where  the  bottom  of  it  reaches  the  bottom  of  the  sea. 

This  feature  of  the  Gulf  Stream,  throws  a  gleam  of  light  upon  the  locus  of  the  gulf- weed,  by  proving 
that  its  place  of  gi-owth  cannot  be  on  this  side  (west)  of  the  middle  of  that  stream.  No  gulf-weed  is  ever 
found  west  of  the  axis  of  the   Gulf  Stream  ;  and,  if  we   admit  the  top  of  the  stream  to  be   higher  in  the 


*  With  shoe-thread,  tied  to  scraps  of  old  irou. — JI.  F.  M. 

44 


3 16  ■  THE  WIND  AND  CURRENT  CHARTS. 

middle  than  at  tlie  edges,  in  consequence  of  the  expansion  due  the  difference  of  temperature  of  the  Avater 
in  the  middle  and  at  the  edges,  it  would  be  difficult  to  imagine  how  the  gulf-weed  should  cross  it,  or  get 
from  one  side  of  it  to  the  other. 

The  inference,  therefore,  would  be,  that  as  all  the  gulf-weed  which  is  seen  about  this  stream  is  on  its 
eastern  declivity,  the  fcf';.s  of  the  weed  must  be  somewhere  within  or  near  the  borders  of  the  stream,  and  to 
the  east  of  the  middle.  And  this  idea  is  strengthened  by  the  report  of  Captain  Scott,  a  most  intelligent 
shipmaster,  who  informs  ine  that  he  has  seen  the  gulf-weed  growing  on  the  Bahama  Banks.  I  have 
specimens  of  it  which  he  had  the  kindness  to  send  me,  with  seed-vessels,  plucked  up  from  the  bottom  while 
at  anchor  on  tlie  edge  of  the  Gulf  Stream.  Hence,  we  account  for  the  fact  that  the  gulf-weed  should  be 
seen  ou  the  eastern  and  not  on  the  western  borders  of  the  Gulf  Stream. 

A  study  of  the  Thermal  Charts  will  reward  the  student  with  new  and  better  ideas  as  to  the  system  of 
oceanic  circulation.  Plate  VII.  exhibits  the  mean  geographical  position  of  the  isotherms  for  various 
degrees  of  Fahrenheit  from  80°  down  for  each  month.  These  lines  are  taken  from  the  Thermal  Charts, 
series  D.  ,  -        • 

Let  us  take  the  isotherm  of  80°  for  September  as  an  illustration ;  the  greatest  effect  of  the  solar  heat 
is  produced  upon  the  laud  during  the  month  of  August ;  but  this  Chart  shows  that  it  is  September  before 
the  North  Atlantic  Ocean  is  fully  supplied  with  its  annual  store  of  heat  for  the  winter. 

AVe  see  clearly  enough,  by  the  monthly  isotherm  for  80°,  that  the  western  half  of  the  Atlantic  Ocean 
is  heated  up,  not  by  the  Gulf  Stream  alone,  as  is  generally  supposed,  but  by  the  great  equatorial  caldron 
to  the  west  of  longitude  35°,  and  to  the  north  of  Cape  St.  Koquc,  in  Brazil.  The  lowest  reach  of  the  80° 
isotherm  for  Se]itember — if  we  except  the  remarkable  equatorial  flexure,  which  actually  extends  from  40° 
to  2°  N.,  and  rises  up  again  to  35°  N. — to  the  west  of  the  meridian  of  Cape  St.  Roque,  is  above  its  highest 
reach  to  the  east  of  that  meridian.  And  now  that  we  have  the  fact,  how  obvious,  beautiful,  and  striking  is 
the  cause?  ^ ,  ■  .  .  ■. . 

Cape  St.  Roque  is  in  5°  S.  Now  study  the  configuration  of  the  Southern  American  Continent  from  this 
cape  to  the  Windward  Islands  of  the  West  Indies,  and  take  into  account,  also,  certain  physical  conditions 
of  these  regions :  The  Amazon,  always  at  a  high  temperature,  because  it  runs  from  west  to  east,  is  pouring 
an  immense  column  of  warm  water  into  this  part  of  the  ocean.  As  this  water  and  the  heat  of  the  sua 
raise  the  temperature  of  the  ocean  along  the  equatorial  sea-front  of  this  coast,  there  is  no  escape  for  the 
liquid  element,  as  it  grows  warmer  and  lighter,  except  to  the  north.  The  land  on  the  south  prevents  the 
tepid  waters  from  spreading  out  in  that  direction  as  they  may  do  to  the  east  of  35°  W.,  for  here  there  is  a 
space,  about  18°  of  longitude  broad,  in  which  the  sea  is  clear  both  to  the  north  and  south. 

They  must,  consequently,  flow  north.  A  more  inspection  of  the  Thermal  Chart  is  sufiicient  to  make 
obvious  the  fact,  that  the  warm  waters  which  are  found  east  of  the  usual  limits  assigned  the  Gulf  Stream, 
and  between  the  parallels  of  30°  and  40°  N.  do  not  come  from  the  Gulf  Stream,  but  from  this  great 
equatorial  caldron,  which  Cape  St.  Roque  blocks  up  on  the  south,  and  which  forces  its  overheated  waters 
up  to  the  40th  degree  of  north  latitude,  not  through  the  Caribbean  Sea  and  Gulf  Stream,  but  over  the 
broad  surface  of  the  left  bosom  of  the  Atlantic  Ocean. 


THE  THERMAL  CHAUTS.  347 

Here  we  are  again  tempted  to  pause  ami  ailmire  the  beautiful  revelations  wliich,  in  tlie  benigu  system 
of  terrestrial  adaptation,  these  researches  unfold  and  s]ircad  out  before  us  for  contemplation.  In  doing  this, 
we  shall  have  a  free  pardon  from  those  at  least  who  <lelight  "to  look  througli  nature  uji  to  nature's  God.'' 

What  two  things  in  nature  can  be  a})parenth'  more  remote  in  their  physical  relations  to  each  other, 
than  the  climate  of  Western  Europe  and  the  profile  of  a  coast  line  in  South  America?  Yet  tliis  Chart 
reveals  to  us,  not  only  the  fact  that  these  relations  between  tiic  two  are  most  intimate,  but  makes  us 
acquainted  with  the  arrangements  by  which  such  relations  are  established. 

The  barrier  which  the  South  Americau  shore  line  opposes  to  the  escape,  on  t!ic  south,  of  the  hot 
waters  from  this  great  equatorial  caldron  of  St.  Roque,  causes  them  to  flow  north,  and,  in  September,  as 
the  ^\'inte^  approaches,  to  heat  iip  the  western  half  of  the  Atlantic  Ocean,  and  to  cover  it  with  a  mantle  of 
warmth  above  summer  heat  as  far  up  as  the  parallel  of  40°.  Here  heat  to  temper  the  winter  climate  of 
western  Europe  is  stored  away,  as  in  an  air  chamber  to  furnacedieated  apartments ;  and  during  the  winter, 
when  the  fire  of  the  solar  rays  sinks  down,  the  westward]}-  winds  and  eastward!)-  currents  are  sent  to 
perform  their  office  iu  this  benign  arrangement.  Though  unstable  and  capricious  to  us  they  seem  to  be, 
they  nevertheless  "fulfil  His  commandments*'  with  regularity,  and  perform  their  offices  with  certainty.  In 
tempering  the  climates  of  Europe  with  heat  in  winter,  that  has  been  bottled  away  in  the  waters  of  the 
ocean  during  summer,  they  are  to  be  regarded  as  the  flues  and  the  regulators  for  distributing  at  the  right 
time,  and  at  the  right  places,  in  the  right  quantities. 

By  March,  w"hen  "  the  winter  is  j^assed  and  gone,"  the  furnace  which  had  been  started  by  the  rays  of 
the  sun  in  the  previous  summer,  and  which,  by  autumn,  had  heated  up  the  ocean  in  our  hemisphere,  has 
gone  do\\'n.  The  caldron  of  St.  Eoque,  ceasing  iu  activity,  has  failed  in  its  supplies,  and  the  chambers  of 
warmth  upon  the  northern  sea,  having  been  exhausted  of  their  heated  water,  Avliich  has  been  expended  in 
the  manner  already  explained,  have  contracted  their  limits.  The  surface  of  heated  water  wdiich,  in 
September,  was  spread  out  over  the  western  half  of  the  Atlantic,  from  the  equator  to  the  parallel  of  40° 
north,  and  which  raised  this  immense  area  to  the  temperature  of  80°,  and  upwards,  is  not  to  fie  found  in 
early  spring  ou  this  side  of  the  parallel  of  8°  N.  •  • 

The  isotherm  of  80°  in  March,  after  quitting  the  Caribbean  Sea,  runs  along  parallel  with  the  South 
American  coast,  towards  Cape  St.  Roque,  keeping  some  8°  or  10°  from  it.  Therefoi-e,  the  heat  dispensed 
over  Europe  from  thi§  caldron  falls  off  in  March.  But  at  this  season,  the  sun  comes  forth  with  fresh 
supplies;  he  then  crosses  the  line  and  passes  over  into  the  northern  hemisphere;  and  the  Charts  show  that 
the  process  of  heating  the  water  in  this  great  caldron,  for  the  next  winter,  is  now  about  to  commence. 

Iu  the  mean  time,  so  benign  is  the  system  of  cosmical  arrangements,  another  process  of  raising  the 
temperature  of  Europe  commences.  The  land  is  more  readily  imjn'essed  than  the  sea,  by  the  heat  of  the 
solar  rays;  at  this  season,  then,  the  summer  climate  due  these  transatlantic  latitudes  is  modified  by  the 
action  of  the  sun's  rays  directly  upon  the  land.  The  land  receives  heat  from  tliem,  but.  instead  of  having 
the  capacity  of  water  for  reserving  it,  it  imparts  it  straightway  to  the  air,  awl  thus  the  proper  climate, 
because  it  is  the  climate  which  the  Creator  has,  for  his  own  wise  piir[)ose,  allotted  to  this  portion  of  the 


348  THE    WIND    AND    CCKKKNT    CHARTS. 

earth,  is  maintained  until  tlie  marine  caldron  of  Cape  St.  Roque  is  again  heated  and  brought  into  the  state 
for  supplying  the  means  of  maintaining  the  needful  temperature  in  Europe  during  the  absence  of  the  sun 
in  the  other  hemisphere. 

In  like  manner  the  Gulf  of  Guinea  forms  a  caldron  and  a  furnace,  and  spreads  out  over  the  South 
Atlantic  an  air-chamber  for  heating  up  in  winter,  and  keeping  warm,  the  extra- tropical  regions  of  Soutli 
America.     Every  traveller  has  remarked  upon  the  mild  climate  of  Patagonia  and  the  Falkland  Islands. 

"  Temperature  in  high  southern  latitudes,"  says  a  very  close  observer  who  is  co-operating  with  me  in 
collecting  materials  for  the  Charts,  "  differs  greatly  from  the  temperature  in  northern.  In  southern  latitudes 
there  seem  to  be  no  extremes  of  heat  and  cold  as  at  the  north. 

"Newport,  E.  I.,  for  instance,  latitude  41°  N.,  longitude  71°  W.,  and  Rio  Negro,  latitude  41°  S.,  and 
longitude  6-3°  W.,  as  a  comparison: — 

"In  the  former,  cattle  have  to  be  stabled  and  fed  during  the  winter,  not  being  able  to  get  a  living  in 
the  fields  on  account  of  snow  and  ice. 

"In  the  latter,  the  cattle  feed  in  the  fields  all  the  winter,  there  being  plenty  of  vegetation  and  no  nse 
of  hay. 

"On  the  Falkland  Islands  (latitude  51-2°  S.),  thousands  of  bullocks,  sheep,  and  horses  are  running 
wild  over  the  country,  gathering  a  living  all  through  the  winter." 

We  should  therefore  have,  on  the  eastern  side  of  the  South  Atlantic,  the  counterjiart  of  the  warm 
isotherms  which  stretch  up  on  the  western  side  of  the  north. 

The  water  in  the  equatorial  caldron  of  Guinea  cannot  escape  north ;  the  shore  line  will  not  permit  it. 
It  must  therefore  overflow  to  the  south,  as  that  of  St.  Roque  does  to  the  north,  carrying  to  Patagonia  and 
the  Falkland  Islands,  beyond  50°  S.,  the  winter  climate  of  Charleston,  South  Carolina,  on  our  side  of  the 
North  Atlantic;  or  of  the  "  Emerald  Island,"  on  the  other. 

From  this  source  and  from  the  Lagullas  current,  which  receives  its  heat  from  the  Indian  Ocean,  the 
South  Atlantic  is  covered  with  a  mantle  of  warmth  which  tempers  to  such  a  remarkable  degree  the  climate 
of  South  America. 

Because  western  Europe  had  a  mild  climate  and  an  ocean  to  the  westward,  and  the  eastern  shores  of 
North  America  a  severe  winter  climate  and  an  ocean  to  the  eastward,  a  generalization  has  been  deduced  as 
to  the  climates  of  countries  which  have  an  ocean  to  the  west,  and  of  those  which  have  an  ocean  to  the  east, 
which  does  not  hold  good. 

The  caldron  in  the  Gulf  of  Guinea  and  the  Indian  Ocean,  which  heats  water  for  the  South  Atlantic, 
causes  this  rule,  so  far  as  the  extra-tropical  climate  of  South  America  is  concerned,  to  have  its  excep- 
tions. 

All  geographers  have  noticed,  and  philosophers  have  frequently  remarked  upon,  the  conformity  as  to 
the  shore-line  profile  of  equatorial  America  and  equatorial  Africa. 

It  is  true,  we  cannot  now  iell  the  reason,  though  explanations,  founded  upon  mere  conjecture,  have 
been  offered,  why  there  should  be  this  sort  of  jutting  in  and  jutting  out  of  the  shore  line,  as  at  Cape  St.  Roque 


TIIK    TIIERMAh    CHAIiTf;.  349 

and  tlie  Gulf  of  Guinea,  on  opposite  sides  of  the  Atlantic;  but  one  of  the  purposes  at  least,  wliicli  tliis 
peculiar  configuration  was  intended  to  subserve,  is  willinut  doid)t  now  revealed  to  us. 

Wc  see  that,  by  this  configuration,  two  cisterns  of  hot  water  are  formed  in  this  ocean  ;  one  of  which 
distributes  heat  and  warmth  to  western  Europe;  the  other,  at  the  opposite  season,  tempers  the  climate  of 
eastern  Patagonia. 

Phlegmatic  must  be  the  mind  that  is  not  impressed  with  ideas  of  grandeur  and  simplicity  as  it  contem- 
plates that  exquisite  design,  those  benign  and  beautiful  arrangements,  by  wdiich  the  climate  of  one  hemi- 
sphere is  made  to  depend  upon  the  curve  of  that  line  against  which  the  sea  is  made  to  dash  its  waves  in 
the  other.  Impressed  with  the  perfection  of  terrestrial  adaptations,  he  who  studies  the  economy  of  the 
great  cosmical  arrangements,  is  reminded  that  not  only  is  there  design  in  giving  .shore  lines  their  profile, 
the  land  and  the  water  their  proportions,  and  in  placing  the  desert  and  the  pool  where  they  are,  but  the 
Conviction  is  forced  upon  him  also,  that  every  hill  and  valley,  with  the  grass  upon  its  sides,  have  each  its 
office  to  perform  in  the  grand  design. 

Eeturning  now  to  the  study  of  Plate  YII.,  and  to  the  contemplation  of  the  isotherms  of  80°,  for  the 
different  months,  we  are  struck  with  the  remarkable  bending  of  all  these  lines  towards  the  equator,  on 
the  eastern  side  of  the  Atlantic.  This  feature  in  them  indicates,  more  surely  than  any  direct  observations 
upon  the  currents  can  do,  the  presence,  along  the  African  shores,  of  a  large  volume  of  cooler  and  running 
waters. 

These  are  the  waters  which,  heated  up  ui  the  caldron  of  St.  Eoque,  in  the  Caribbean  Sea  and  Gulf  of 
Mexico,  have  been  made  to  run  to  the  north,  loaded  with  heat,  to  temper  climates  there.  Having  per- 
formed this  office,  they  are  obedient  still  to  the  "flighty  Yoiee"  which  the  winds  and  the  waves  obey. 
They  are  returning  by  this  channel  along  the  African  shore  to  be  again  replenished  with  warmth,  and  to 
keep  up  the  system  of  beneficent  and  wholesome  circulation  designed  for  the  ocean. 

The  Thermal  Charts  abound  with  beautiful  results  and  Instructive  facts,  all  of  which  are  expressed,  by 
the  Charts  themselves,  much  more  clearly  and  forcil.ily  than  my  pen  can  utter  them. 

It  is  proposed  to  construct  from  the  same  journals  which  have  afforded  the  materials  for  these 
Thermal  Charts  of  the  Atlantic,  which  journals  give  the  temperature  of  the  air,  also  another  set  of  Thermal 
Charts,  which  shall  relate  to  the  temperature  of  the  atmosphere  over  the  ocean  ;  though  Professor  Dovi',  by 
means  of  his  valuable  Thermal  Charts  of  the  atmosphere,  has  rendered  this  labor  much  less  interesting  than 
in  the  absence  of  his  exquisite  work  it  would  have  been ;  for  it  has  already  been  shown  by  this  series  of 
Charts,  in  connection  with  his,  that  the  remarkable  bending  of  his  isotherms,  as  they  enter  the  land  along 
the  western  shores  of  Northern  Europe  and  America,  is  owing,  in  a  great  degree,  to  the  manner  in  which 
the  aqueous  curves  of  equal  temperature  approach  those  shores. 

These  Charts  will  show  very  conclusively,  and  in  a  manner  the  most  striking,  that  the  mean 
t.'inperature  of  the  ocean  at  the  surface  is  higher  than  that  of  the  atmosphere. 


350  THE  WIND  AND  CURRENT  CHARTS. 


THE  TRACK  CHARTS. 

The  Charts  numbcrerl  series  A,  are  the  Track  C/ixrls.  Cliarts  of  this  letter  have  been  published  for 
the  North  Atlantic,  in  eight  large  sheets;  for  the  South  Atlautic,  iu  six;  and  for  the  west  coast  of  America, 
in  four.  The  remaining  number  of  this  series,  both  for  the  Indian  and  Pacific  Oceans,  are  in  process  of 
construction.     Tliey  are  all  on  a  scale  of  0.8  in.  to  a  degree  at  tlie  equator.      ... 

The  dift'crent  sheets  of  this  series  show  at  a  glance  the  frequented  and  unfrequented  parts  of  the 
ocean-  they  inform  the  navigator  as  to  the  general  character  of  the  wind  and  weather,  the  force  and 
direction  of  the  currents  encountered  by  those  who  have  preceded  him  in  the  same  part  of  the  ocean,  and 
at  the  same  season  of  the  year.  .        • 

This  series,  as  for  as  published,  is  the  work  of  I;ieutenant  Whiting,  Passed  Midshipmen  Wyman, 
Gibbon,  Beaumont,  Temple,  and  Woolley ;  and  of  Professors  Flye  and  Benedict,  all  of  the  Navy. 


THE  TRADE-WIND  CHARTS. 


The  Charts  of  the  series,  marked  letter  B,  are  illustrative  of  the  trade-winds  and  the  regions  of  calms 
and  monsoons  contiguous  thereto.     They  are  constructed  according  to  a  peculiar  system  of  engraved 

squares. 

This  series,  published  only  for  the  Atlantic,  shoAvs  that  the  N.  E.  trade-winds  occupy  a  belt  or  zone 
extending-  in  length  from  east  to  west  across  that  ocean,  having  a  variable  breadth  of  from  17°  to  35°  of 
latitude.  Its  average  mean  breadth  is  about  23° ;  and  in  its  extreme  range,  it  extends  from  3°  south  to 
35°  north,  according  to  the  season  of  the  year. 

This  zone  makes  two  vibrations  in  a  year.  It  reaches  its  extreme  northern  declination  usually  in 
September.  Then  returning,  and  following  the  sun,  it  reaches  its  southern  extreme  in  March  and  April. 
Beino-  stationary  for  two  or  three  months,  between  3°  and  1°  north,  it  commences  to  return  north,  and  in 
the  months  of  August,  September,  and  October,  its  other  stationary  period,  it  is  seldom  or  never  found  to 
the  south  of  the  parallel  of  9°  N.  The  parallel  of  9°  N.  may  be  taken  as  the  mean  limit  of  the  equatorial 
border  of  the  zone  of  N.  E.  trades. 

The  S.  E.  trade-winds  occupy  a  similar  zone  in  the  South  Atlantic,  with  a  like  vibratory  motion. 
The  mean  equatorial  limit  of  this  zone,  instead  of  being  near  the  parallel  of  9°  south,  to  correspond  with 
the  zone  of  the  northern  hemisphere,  is  in  about  3°  north. 

It  is  a  remarkable  phenomenon,  discovered  in  the  course  of  these  investigations,  that  the  S.  E.  trade- 
winds  blow  with  more  force  than  do  their  congeners  of  the  northern  hemisphere.  They  have  force  enough 
to  push  the  latter  with  their  belt  back  towards  the  north,  intruding  occasionally  in  the  late  summer, 
and  in  the  early  fall  months,  ds  far  as  the  parallel  of  9°   north.     Whereas,  out  of  many  thousands  of 


I 


TIIK    TKADE-WIXD    ClIAKT.  351 

records  examined,  it  does  not  ajipear  that  the  belt  of  N.  E.  trade-winds  is  ever  found  to  cross  tlie  parallel 
of  3°  south. 

The  two  zones  of  winds  arc  characterized  by  a  like  diflerence  of  strength  in  tlie  Pacilic.  The  S.  E. 
trade-winds  of  the  Atlantic  Ocean  have  force  enougli  to  push  their  equatorial  limits  over  into  the  northern 
hemisphere,  and  to  maintain  them  there  during  the  greater  part  of  the  year.  The  rever.se  is  never  the 
case;  the  N.  E.  ti-ades  have  not  the  force  to  crowd  out  the  S.  E.  trades,  and  to  maintain  themselves  for  anv 
month  of  the  year  in  the  southern  hemisjihere. 

The  prevailing  direction  of  what  are  called  the  X.  E.  trade-winds  is,  as  nearly  as  the  observations 
which  mariners  usualh'  furnish  enable  me  to  determine,  about  E.  N.  E. 

By  resolving  the  forces  whieli  it  is  supposed  are  the  principal  forces  that  put  those  winds  in  motion, 
viz :  calorific  action  of  the  sun  and  diurnal  rotation  of  the  earth,  we  are  led  to  the  conclusion  that  the 
latter  is  much  the  greater  of  the  two  in  its  effects  upon  the  trade-winds  of  the  nortlicrn  hemisphere.  But 
not  to  such  an  extent  is  it  greater  in  its  effects  upon  those  of  the  southern.  We  have  seen  that  those  two 
opposing  currents  of  wind  are  so  unequally  balanced  that  one  recedes  before  the  other,  and  that  the 
current  from  the  southern  hemisphere  is  larger  in  volume ;  i.  e.  it  naoves  a  greater  zone  or  belt  of  air. 
The  S.  E.  trade-winds  discharge  themselves  over  the  equator — i.  e.  across  a  great  circle — into  the  region  of 
equatorial  calms ;  while  the  X.  E.  trade-winds  discharge  themselves  into  the  same  region  over  a  parallel  of 
latitude,  and  consequently  over  a  small  circle.  If,  therefore,  we  take  what  obtains  in  the  Atlantic  as  the 
type  of  what  obtains  entirely  around  the  earth,  as  it  regards  the  trade-winds,  vre  shall  see  that  the  S.  E. 
trade-winds  keep  in  motion  more  air  than  the  N.  E.  do,  by  a  quantity  at  least  proportioned  to  the  differ- 
ence between  the  circumference  of  the  earth  at  the  equator  and  the  circumference  of  the  earth  at  the 
parallel  of  latitude  of  9°  N.  For  if  we  suppose  that  those  two  perpetual  currents  of  air  extend  the  same 
distance  from  the  surface  of  the  earth,  and  move  with  the  same  velocity,  a  greater  volume  from  the  south 
would  flow  across  the  equator  in  a  given  time  than  would  flow  from  the  north  over  the  parallel  of  0° 
in  the  same  time;  the  ratio  between  the  two  quantities  would  be  as  rad.  to  the  sec.  of  9°.  Besides  tliis,  the 
quantity  of  land  h'ing  within  and  to  the  north  of  the  region  of  the  N.  E.  trade-winds  is  much  greater 
than  the  quantity  within  and  to  the  south  of  the  region  of  the  S.  E.  trade-winds.  In  consequence  of 
this,  the  mean  level  of  the  earth's  surface  within  the  region  of  the  N".  E.  trade-winds  is,  it  may  reasonably 
be  supposed,  somewhat  above  the  mean  level  of  that  part  which  is  within  the  region  of  the  S.  E.  trade- 
winds.  And  as  the  N.  E.  trade-winds  blow  under  the  influence  of  a  greater  extent  of  land  surfocc  than  the 
S.  E.  trades  do,  the  former  are  more  obstructed  in  their  course  than  the  latter,  by  the  forests,  the  mountain 
ranges,  unequally  heated  surfaces,  and  other  such  like  inequalities. 

As  already  stated,  the  Charts  show  that  the  momentum  of  the  S.  E.  trade-winds  is  sufficient  to  push 
the  equatorial  limits  of  their  northern  congeners  back  into  the  northern  hemisphere,  and  to  keep  them  at  a 
mean,  as  far  north  as  the  9th  parallel  of  north  latitude.  Besides  this  fact,  our  investigations  also  indicate 
that  while  the  N.  E.  trade-winds,  so  called,  make  an  angle  in  their  general  course  of  about  23°  with  the 
equator  (E.  K  E.),  those  of  the  S.  E.  make  an  angle  of  30°  or  more  with  the  equator  (S.  E.  by  E.).     I  .speak 


352  THE  WIND  AND  CURRENT  CHARTS. 

of  those  in  the  Atlantic ;  thus  indicating  that  the  latter  approach  the  equator  more  directly  in  their  course 
than  do  the  others,  and  that,  consequently,  the  effect  of  the  diurnal  rotation  of  the  earth  being  the  same  for 
like  parallels,  north  and  south,  the  calorific  influence  of  the  sun  exerts  more  power  in  giving  motion  to  the 
southern  than  to  the  northern  system  of  Atlantic  trade-winds. 

That  such  is  the  case  in  nature  is  rendered  still  more  probable  from  this  consideration :  All  the  great 
deserts  are  in  the  northern  hemisphere,  and  the  land  surface  is  also  much  greater  on  our  side  of  tin- 
equator.  The  action  of  the  sun  upon  these  unequally  absorbing  and  radiating  surfaces  in  and  behind,  in- 
to the  nortliwai'd  of  tlie  N.  E.  trades,  probably  tends  to  retard  these  winds,  and  to  draw  large  volumes  of  tlie 
atmosphere,  tliat  otherwise  would  be  moved  by  them,  back  to  supply  the  partial  vacuum  made  by  tli^' 
heat  of  the  sun,  as  it  pours  down,  with  active  intensity,  its  rays  upon  the  vast  plains  of  burning  sands  and 
unequally  heated  land  surfaces  in  our  overheated  hemisphere.  The  N.  W.  winds  of  the  southern  are 
stronger  than  the  S.  W.  ^v•inds  of  the  northern  hemisphere. 

The  Charts  show  that  the  influence  of  the  land  upon  the  normal  directions  of  the  wind  at  sea,  is  an 
immense  influence.     It  is  frec[ucntly  traced  for  a  thousand  miles  or  more  out  upon  the  ocean. 

For  instance :  The  action  of  the  sun's  iiiys  upon  the  great  deserts  and  arid  plains  of  Africa,  in  the 
summer  and  autumnal  months,  is  such  as  to  be  felt  nearly  across  the  Atlantic  Ocean  between  the  equator 
and  the  parallel  of  13°  north.  Between  this  parallel  and  the  equator,  the  trade-winds  are  turned  back  by 
the  heated  plains  of  Africa,  and  are  caused  to  blow  a  regular  southwardly  monsoon  for  six  months. 

This  monsoon  is  a  discovery  which  has  been  fully  and  completely  developed  by  the  Charts  and  the 
investigations  connected  with  them.  They  (the  monsoons)  blow  towards  the  coast  of  Africa  from  June  to 
November,  inclusive.  They  bring  the  rains  which  divide  the  season  in  these  parts  of  the  African  coast. 
The  region  of  the  ocean  embraced  by  the  monsoons  is  cuneiform  in  its  shape,  liaving  its  base  resting  upon 
Africa,  and  its  apex  stretching  over  till  within  10°  or  15°  of  the  mouth  of  the  Amazon. 

Indeed,  when  we  come  to  study  the  effects  of  South  America  and  Africa  (as  developed  by  these  Charts), 
upon  the  winds  at  sea,  we  should  be  led  to  the  conclusion — had  the  foot  of  civilized  man  never  trod  the 
interior  of  these  two  continents — that  the  climate  of  one  is  humid ;  that  its  valleys  are  for  the  most  part 
covered  with  vegetation,  which  pi-otccts  its  surface  from  the  sun's  rays;  while  the  plains  of  the  other  are 
arid  and  naked ;  and  for  the  most  part  act  like  furnaces  in  drawing  the  winds  from  the  sea  to  supply  air 
for  the  ascending  columns  ^\'hich  rise  from  its  overheated  plains. 

Pushing  these  facts  and  arguments  still  farther,  these  beautiful  and  interesting  researches  seem  already 
sufficient  almost  to  justify  the  assertion,  that,  were  it  not  for  the  Great  Desert  of  Sahara,  and  other  arid 
plains  of  Africa,  the  western  shores  of  that  continent  within  the  trade-wind  region  would  be  almost,  if  not 
altogether,  as  rainless  and  sterile  as  the  desert  itself. 

These  investigations,  with  their  beautiful  developments,  eagerly  captivate  the  mind;  giving  wings  to 
the  imagination,  they  teach  us  to  regard  the  sandy  deserts,  and  arid  plants,  and  the  inland  basins  of  the 
earth,  as  compensations  in  the  great  system  of  atmos[)lierical  circulation.  Like  counterpoises  to  the 
telescope,  which  the  astronomer  regards  as  incumbrances  to  his  instrument,  these  wastes  serve  as  make- 


THE    TUADK-WINI)    CIIAKT.  358 

weights,  to  give  certainty  and  smoothness  of  motion — facility,  and  accuracy  to  the  workings  of  the 
machine. 

The  meteorological  and  physical  researches  with  which  the  Wnid  an'I  Current  Charts  arc  connected, 
relate  only  to  the  sea.  Already,  the  mariner  has  felt  and  acknowledged  the  importance  of  them.  Com- 
merce and  navigation  arc  reaping  benefits  from  them  of  great  moment.  The  merchants  of  Bombay,  and 
American  navigators,  with  that  regard  for  the  practical  and  useful  which  adorns  their  character  and  makes 
them  renowned,  have  nobly  stepped  forward,  and  volunteered  to  co-operate  with  me  in  collecting  facts  for 
the  farther  prosecution  of  the  work.  More  than  a  thousand  ships  are  now  daily  aud  hourly  occupied  iu 
all  parts  of  the  oceau  in  making  aud  recording,  each  a  prescribed  series  of  observations  upon  the  winds 
and  the  currents,  the  I'ains,  the  calms,  the  storms,  the  thunder  and  the  lightning ;  the  fogs,  and  clouds,  aud 
drift — the  temperature  of  the  air  aud  water;  and  all  other  subjects  and  objects,  facts  an<l  phenomena,  which 
are  of  interest  to  navigation  aud  to  science.  By  a  recent  order  of  the  Board  of  Admindty  also,  every 
captain  and  master  in  the  English  Xav}'  is  required  to  keep  a  Track  Chart  of  the  ship. 

Enough  of  abstract  logs  has  already  been  collected  at  this  office  to  make  upwards  of  two  hundred 
large  manuscript  volumes,  averaging  each  from  two  to  three  thousand  days'  observations,  aiid  the  number 
is  constantly  increasing;  indeed,  the  materials  increase  faster  than  I  have  force  to  discuss  thern. 

When  we  travel  out  upon  the  ocean,  and  get  beyond  the  influence  of  the  laud  upon  the  winds,  we 
find  ourselves  in  a  field  particidarly  favorable  for  studying  the  general  laws  of  atmospherical  circulation. 

Here,  beyond  the  reach  of  the  great  equatorial  and  polar  currents  of  the  sea,  there  are  no  unduly 
heated  surfaces,  no  mountain  ranges,  or  other  obstructions  to  the  circulation  of  the  atmosphere ;  nothing 
to  disturb  it  in  its  natural  courses.  The  sea,  therefore,  is  the  field  for  observing  the  ojierations  of  the 
general  laws  which  govern  its  circulation.  Observations  on  the  laud  will  enable  us  to  discover  the 
exceptions.  But  from  the  sea  we  shall  get  the  rule.  Each  valley,  every  mountain  range  aud  local  district, 
may  be  said  to  have  its  own  peculiar  system  of  calms,  winds,  rains,  aud  droughts.  But  not  so  the  surface 
of  the  broad  ocean. 

In  this  connection,  I  beg  leave  to  call  the  attention  of  meteorologists  on  shore  to  the  importance  of 
introducing  a  special  column  in  their  journals,  to  show  what  are  the  rainy  ^\'inds  at  each  station,  and  for 
each  season  of  the  year. 

Upon  every  water-shed  which  is  drained  into  the  sea,  the  precipitation  may  be  considered  as  greater 
than  the  evaporation  for  the  whole  extent  of  the  shed  so  drained,  by  the  amoitnt  of  water  which  runs  oft" 
into  the  sea.  Iu  this  view,  all  rivers  may  be  regarded  as  immense  rain-gauges ;  aud  the  volume  of  water 
annually  discharged  by  any  one,  as  an  expression  of  the  cpiantity  which  is  annuall}-  evaporated  from  the 
sea,  carried  back  by  the  winds,  and  jjrecipitated  throughout  the  whole  extent  of  the  valley  that  is  drained 
by  it.  Now,  if  we  knew  the  rain-winds  from  the  dry,  for  each  locality  and  season  generally  throughout 
such  a  basin,  we  should  be  enabled  to  determine,  with  some  degree  of  probability  at  least,  as  to  the  part  of 
the  oceau  from  which  such  rains  were  evaporated.  And  thus,  notwithstanding  all  the  eddies  caused  by 
mountain  chains,  and  other  uneven  surfaces,  we  might  detect  the  general  course  of  the  atmospherical 
■±5 


354  TllK    WIND    AND    CUKltENT    CUAUT. 

circuLition  over  the  Lind  as  well  as  the  sea,  and  make  the  general  coiTrses  of  circulation  in  each  valley  as 
obvious  to  the  mind  of  the  philosopher  as  is  the  current  of  the  Mississippi,  or  of  any  other  great  river,  to  i. 
his  senses.  That  river  so  abounds  with  eddies,  that  it  is  difficult  to  tell  by  regarding  small  portions  of  its 
surface  only,  which  way  the  water  is  flowing.  But  when  Ave  come  to  regard  the  drift-wood  and  the  whole 
river,  we  are  left  in  no  doubt  as  to  the  onward  course  of  the  main  stream  itself,  with  all  its  eddies  and 
whirlpools. 

These  investigations  as  to  the  winds  at  sea  indicate  that  the  vapors  which  supply  the  sources  of  the 
Amazon  with  rain,  are  taken  up  from  the  Atlantic  Ocean  by  the  N.  E.  and  S.  E.  trade-winds. 

These  investigations  show  that  the  trade-wind  regions  of  the  ocean,  beyond  the  immediate  vicinity  of 
the  land,  are,  for  the  most  part,  rainless  regions;  and  that  the  trade- wind  zones  may  be  described,  in  an 
hyetographic  sense,  as  the  evaporating  regions.  ■  i 

They  also  show,  or  rather  indicate  as  a  general  rule,  that,  leaving  the  polar  limits  of  the  two  trade-wind 
systems,  and  approaching  the  nearest  pole,  the  precipitation  is  greater  than  the  evaporation,  until  the  point 
of  maximum  cold  is  reached. 

They  also  indicate,  as  a  general  rule,  that  the  S.  E.  and  N.  E.  trade-winds  which  come  from  a  lower  and 
go  to  a  higher  temperature,  are  the  evaporating  winds,  ?'.  e.  they  evaporate  more  than  they  precipitate ; 
while  those  winds  which  come  from  a  higher  and  go  to  a  lower  temperature,  are  the  rain-winds,  i.  e.  they 
precipitate  more  than  they  evaporate.  That  such  is  the  case,  these  Charts  indicate ;  reason  teaches  it  to  us ; 
and  philosophy  tells  us  it  is  so. 

The  results  of  these  Charts,  therefore,  suggest  the  inquiry  as  to  the  sufficiency  of  the  Atlantic,  after 
supplying  the  sources  of  the  Amazon,  and  its  tributaries  with  their  waters,  to  supply  also  the  sources  of 
the  Mississippi  and  the  St.  Lawrence,  and  of  all  the  rivers,  great  and  small,  of  North  America  and  Europe. 

A  careful  study  of  the  rain  winds,  in  connection  with  the  Wind  and  Current  Charts,  will  probably 
indicate  to  us  the  "springs  in  the  ocean,"  which  sujiply  the  vajiors  for  the  rains  that  arc  carried  off  by  those 
great  rivers. 

"All  the  rivers  run  into  the  sea;  yet  the  sea  is  not  full;  unto  the  place  from  whence  the  rivers  come, 
thither  they  return  again." 

Returning  now  to  the  trade-winds  of  tlie  Atlantic :  there  is  between  the  tAvo  systems,  a  region  of 
calms,  known  as  the  equatorial  calms.  It  has  a  mean  average  breadth  of  about  six  degrees  of  latitude.  In 
this  region,  the  air,  which  is  brought  along  to  the  equator  by  the  N.  E.  and  S.  E.  trades,  ascends. 

If  we  liken  the  belt  of  equatorial  calms  to  an  immense  atmospherical  trough,  extending,  as  it  does, 
entirely  around  the  earth,  and  if  we  liken  the  N.  E.  and  S.  E.  trade-winds  to  two  streams  discharging  them- 
selves into  it,  Ave  shall  see  that  Ave  have  two  currents  perpetually  running  in  at  the  bottom ;  and  that,  there- 
fore, we  must  have  as  much  air  as  the  two  currents  bring  in  at  the  bottom,  to  floAV  out  at  the  top.  What 
flows  out  at  the  top  is  carried  back  north  and  south,  by  these  upper  currents,  which  are  thus  proved  to 
exist  and  to  flow  counter  to  the  trade-Avinds. 

Using  still  farther  this  mode  of  illustration ;  if  we  liken  the  calm  belt  of  Cancer,  and  the  calm  belt  of 


THE   TRADE-WIXD   CIIAKT.  355 

Capricorn,  each  to  a  great  atmospherical  trough  extending  around  the  eartli  also,  we  shall  sec  that  in  this 
case  the  currents  are  running  in  at  the  top  and  out  at  the  bottom ;  here  the  current  from  the  equator 
meets,  in  the  upper  regions,  the  current  from  the  poles;  the  two  descend;  and  the  atmosphere  which  they 
thus  pour  into  these  belts,  runs  out  at  the  bottom — on  one  side  towards  the  equator,  as  the  perpetual  trade- 
winds;  on  the  other,  towards  the  poles,  as  the  prevailing  winds  of  the  regions  between  these  belts  and  the 
polar  circles. 

The  belt  of  equatorial  calms  is  a  belt  of  constant  precipitation.  Captain  Wilkes,  of  the  Exploring  Ex- 
pedition, when  he  crossed  it  in  1838,  found  it  to  extend  from  4°  N.  to  12°  N.  He  was  ten  days  in  crossing 
it,  and  during  those  ten  days,  rain  fell  to  the  depth  of  6.15  inches,  or  at  the  rate  of  18  feet  and  upwards 
during  the  year. 

This  belt  of  calms  vibrates  up  and  down  the  ocean  as  the  belts  of  the  trade-winds  do.  In  the  summer 
months  it  is  found  between  the  parallels  of  8°  and  l-±°  of  north  latitude,  and  in  the  spring  between  5°  S. 
and  4°  N. 

By  this  Chart,  the  navigator  can  tell  what  places  within  the  range  of  this  zone,  have,  during  the  year, 
two  rainy  seasons,  what  one,  and  what  are  the  rainy  months  for  each  locality. 

Were  the  N.  E.  and  the  S.  E.  trades,  with  the  belt  of  equatorial  calms  of  different  colors,  and  visible 
to  an  astronomer  in  one  of  the  planets,  he  might,  by  the  motion  of  these  belts  or  girdles  alone,  tell  the 
seasons  with  us. 

He  would  see  them  at  one  season  going  north,  then  appearing  stationary,  and  then  commencing  their 
return  to  the  south.  But  though  he  would  observe  that  they  follow  the  Sun  in  his  annual  course,  he  would 
remark  that  they  do  not  change  their  latitude,  as  much  as  the  Sun  does  his  declination;  he  would,  therefore, 
discover  that  their  extremes  of  declination  are  not  so  far  asunder  as  the  tropics  of  Cancer  and  Capricorn, 
though  in  certain  seasons  the  changes  from  day  to  day  are  very  great.  lie  would  observe  that  these  zones 
of  winds  and  calms  have  their  tropics  or  stationary  nodes,  about  which  they  linger  near  three  months  at  a 
time;  and  that  they  pass  from  one  of  their  tropics  to  the  other  in  a  little  less  than  another  three  months. 
Thus,  he  would  observe  the  whole  system  of  belts  to  go  north  from  the  latter  part  of  May,  till  some  time  in 
August.  Then  they  would  stop  and  remain  stationary  till  winter,  in  December ;  when  again  they  would 
commence  to  move  rapidly  over  the  ocean,  and  down  towards  the  south,  until  the  last  of  February  or  the 
first  of  March ;  then  again  they  would  become  stationary  and  remain  about  this,  their  southern  tropic,  till 
May  again. 

The  zone  of  the  S.  E.  trade-winds  would  present  to  him  its  northern  edge  inclined  somewhat  to  the 
equator ;  commencing  near  the  coast  of  Africa,  and  tracing  the  usual  outlines  of  this  edge  over  towards 
South  America,  he  would  discover  that  it  approached  the  equator  at  an  angle  of  about  18°;  and  our  sup- 
posed astronomer  would  announce  that  the  equatorial  edge  of  the  zone  of  S.  E.  trades  iu  the  Atlantic  is 
inclined  towards  the  equator  at  an  augle  of  15° — that  it  lies  W.  15°  N.,  and  E.  15°  S. 

Turning  his  attention  now  to  the  belt  of  N.  E.  trade-winds,  he  would  observe  the  equatorial  edge  of 
this  zone  to  be  somewhat,  though  not  altogether,  symmetrical  with  the  equatorial  edge  of  the  S.  E.  trade- 


356  THB  WIND  AXn  CURRENT  CHARTS. 

wind  zone  of  the  other  hemisphere.  On  the  African  side  it  is  farthest  from  the  equator,  which  it  approaches 
at  an  angle  of  about  10°  (W.  by  S.),  until  it  reaches  the  meridian  of  about  40°  west.  Ilci'e  it  is  deflected 
to  the  north,  and  trends  off  in  the  direction  of  W.  N.  W.  Here  we  begin  to  experience  the  effect  of  the 
North  American  continent  upon  the  trade-winds  at  sea.  The  rareiication  caused  by  the  lands  of  northern 
Texas  and  the  arid  plains  in  that  quarter,  is  sufficient  in  summer  to  convert  the  N.  E.  trades  of  the  Gulf  of 
Mexico  into  a  jn-evailing  wind  from  the  southward  and  eastward. 

In  the  Pacific,  and  within  a  certain  distance  from  the  land,  the  N.  E.  trade-winds  arc,  by  the  same  in- 
fluences, as  these  researches  into  the  winds  and  currents  of  the  sea  have  revealed,  converted  into  a  southerly 
monsoon.  . 

By  tracing  on  a  Chart  the  equatorial  limits  of  the  N.  E.  and  S.  E.  trade-winds,  as  herein  described,  it 
will  be  perceived  that  there  is  left  between  the  two  systems  a  wedge-shaped  band,  having  its  broadest  part 
on  the  African  side  of  the  Atlantic.  The  region  of  the  ocean  which  the  Planetary  Astronomer  would 
observe  this  band  or  belt  to  cover,  is  the  region  which  is  occupied  by  the  equatorial  calms  and  the  African, 
monsoons  that  fall  between  the  systems  of  N.  E.  and  S.  E.  trade-winds.  And  were  the  belt  which 
represents  these  calms  different  from  the  rest  as  to  coloi',  the  imaginary  astronomer  would  see  it  as  some- 
what of  an  irregular  curve,  not  having  the  northern  and  southern  edges  concentric.  The  concave  side  of 
this  curved  belt  is  turned  to  the  E.  of  N.,  and  has  its  centre  near  the  shores  of  Greenland. 

As  before  remarked,  the  newly  discovei'cd  monsoons  of  the  North  Atlantic  Ocean  also  come  within  the 
belt  of  equat(.trial  calms.  They  give  the  peculiar  wedge-shaped  form  to  the  regions  between  the  two 
systems  of  trade-winds. 

Having  completed  the  physical  examination  of  the  equatorial  calms  and  winds,  if  the  supposed 
observer  from  some  distant  sphere  should  now  turn  his  telescope  towards  the  poles  of  our  earth,  he  would 
observe  a  zone  of  calms  bordering  the  N.  E.  trade-winds  on  the  north,  and  another  bordering  the  S.  E. 
trade-winds  on  the  south.  These  calm  zones  also  would  be  observed  to  vibrate  up  and  down  with  the 
trade-wind  zones — partaking  of  their  motions,  and  following  the  declination  of  the  sun. 

On  the  polar  side  of  each  of  these  two  calm  zones  there  would  be  a  broad  band  extending  up  into  tlie 
polar  regions,  the  prevailing  winds  within  which  are  the  opposites  of  the  trade-winds,  viz.,  S.  W.  in  the 
northern  and  N .  W.  in  the  southern  hemisphere. 

The  equatorial  edge  of  these  calm  belts  is  near  the  tropics,  and  their  average  breadth  is  10°  or  12°. 
On  one  side  of  these  belts  the  winds  blow  perpetually  towards  the  equator;  on  the  other,  their  prevailing 
direction  is  towards  the  poles. 

These  belts,  therefore,  may  also  be  considered  as  nodes  in  the  general  system  of  atmospherical  circu- 
lation. 

The  atmosphere  which  the  N.  E.  and  S.  E.  trade-winds  keep  in  perpetual  motion  towards  the  equator 
has  for  its  node  the  equatorial  calms.  Here  it  ascends,  boils  over,  divides,  and  flows  off'  in  the  upper 
regions  of  the  atmosphere,  one  part  going  to  the  northern,  the  other  to  the  southern  hemisphere,  to  com- 
plete the  "  cii'cuit  of  the  winds,"  and  to  .supply  the  sources  of  the  tra(le-winils  with  air. 


THE   TUADE-WIN'D   CHART.  357 

Arrived  near  the  Tropic  of  Cancer,  tlie  northern  current  meets,  in  the  upper  regions  of  the  atmosphere, 

tlie  return  current,  whicli  tlie  prevailing  winds  of  the  north  temperate  zone  have  carried  as  a  surface  current 

'  to  the  hyperborean  regions  of  the  north.     U'hcse  two  currents  produce  another  node  or  calm  region,  in 

j  which  the  atmosphere  descends,  and  from  which  it  issues  both  to  tlie  north  and  soutli,  assuming,  on  one 

!  side,  the  character  of  N.  E.  trades ;  on  the  other,  the  character  of  the  S.  W.  passage  winds. 

This  node  has  its  fellow  in  tlic  southern  hemisphere,  wliere  there  is  a  like  meeting  of  upper  currents ; 
only  from  one  side  of  the  zone  of  the  calms  of  Capricorn,  the  wind  issues  as  the  S.  E.  trades ;  from  the 
other  as  the  X.  W.  passage  winds  of  that  part  of  the  southern  hemisphere  which  is  extra-tropical.  See 
Plate  II.,  in  which  the  two  outer  lines,  marked  A,  B,  and  so  on,  are  drawn  to  repn;sfrit  the  vertical,  and  the 
arrows  on  the  shaded  ground  the  horizontal,  motion  of  the  atmosphere. 

Along  the  polar  borders  of  these  two  calm  belts,  we  have  another  region  of  precipitation,  though 
generally  the  rains  here  are  not  so  constant  as  they  arc  in  the  equatorial  calms.  The  precipitation  near  the 
tropical  calms  is  nevertheless  sufiicient  to  mark  the  seasons ;  for  whenever  these  calm  zones,  as  they  go_ 
from  north  to  south  with  the  sun,  leave  a  given  parallel,  the  rainy  season  of  that  parallel,  if  it  be  in  winter, 
is  said  to  commence.  Ilence,  we  may  explain  the  rainy  season  in  Chili  at  the  south,  and  in  California  at 
the  north. 

This  letter  of  the  series  of  the  Charts  will  enable  any  one  who  consults  it,  to  tell  to  what  places  the 
tropical  calms  bring  rain,  and  in  what  months  the  rainy  season  commences  and  ends  for  any  parallel.  : 

To  complete  the  physical  examination  of  the  earth's  atmosphere,  which  we  have  supposed  an  astrono- 
mer in  one  of  the  planets  to  have  undertaken  according  to  the  facts  developed  by  the  Wiml  ami  Current 
Charts,  it  remains  for  him  to  turn  his  telescope  upon  the  icy  regions  of  the  poles.  (For,  that  ice  should 
complete  the  examination  in  this  respect,  it  would  be  necessary  to  obtain  the  log-books  of  ships  in  the 
anti-commercial  regions  of  the  ocean,  which  we  cannot  do.  As  the  sea  is  most  open  near  the  south  pole, 
the  principle  of  the  general  law  of  atmospherical  circulation  would  be  better  developed  })robably  by  ob- 
servations in  the  antarctic,  than  in  the  arctic  regions.) 

For  the  want  of  such  observations,  but  with  the  light  which  these  Chai'ts  throw  on  the  subject  for  our 
guide,  let  us  pursue  the  S.  W.  passage  winds  of  the  northern  hemisphere  into  the  arctic  regions,  and  see 
theoretically,  with  the  imaginary  telescope,  how  they  get  there  ;  and,  being  there,  what  becomes  of  them. 

From  the  parallel  of  40°  up  towards  the  north  pole,  the  prevailing  winds  in  the  northern  hemisphere, 
as  already  remarked,  are  the  S.  W.  passage  winds,  or,  as  they  are  more  generally  called  by  marino's,  the 
"  westerly"  winds ;  these,  in  the  Atlantic,  prevail  over  the  "  easterly"  winds  in  the  ratio  of  about  two 
to  one. 

Now,  if  we  suppose,  and  such  is  probably  the  case,  these  "  we.sterly''  winds  to  convey  in  two  days  a 
greater  volume  of  atmosphere  towards  the  arctic  circle  than  those  "easterly"  winds  can  bring  back  in 
one,  we  establish  the  necessity  for  an  upper  current  by  which  this  difference  may  be  returned  to  the  tropical 
calms  of  our  hemisphere.  Therefore,  there  must  be  some  place  in  the  polar  regions  at  which  these  S.  W. 
winds  cease  to  go  north,  and  from  which  they  commence  their  return  to  the  south,  and  this  locality  must 


358  THE  WIND  AND  CURRENT  CHARTS. 

be  in  a  region  peculiarly  liable  to  calms.     It  is  another  atmospherical  node  ia  whicli  tlie  motion  of  the  air 
is  upward,  with  a  decrease  of  barometric  pressure.     It  is  marked  P,  Plato  II. 

If  wo  now  return  to  the  calm  belt  of  the  northern  tropic,  and  trace  theoretically  a  portion  of  air  that, 
in  its  circuit,  shall  fairly  represent  the  average  course  of  these  S.  W.  passage  winds,  we  shall  see  that  it 
approaches  the  pole  in  a  loxodromic  curve ;  that  as  it  approaches  the  pole  it  acquires,  from  the  spiral 
convolutions  of  this  curve  which  represents  its  path,  a  whirling  motion,  in  a  direction  contrary  to  that  of 
the  hands  of  a  clock ;  and  that  the  portion  of  atmosphere  whose  path  we  are  following,  would  gradually 
contract  its  gyrations,  until  it  would  finally  ascend,  turning  against  the  hands  of  a  watch,  as  it  whirls 
aroxmd.  '  i 

After  reaching  the  upper  regions  of  the  atmosphere,  through  this  whirl,  its  course  would  be  to  the 
southward  ;  or  rather,  owing  to  the  efl'ect  of  the  axial  rotation  of  the  earth,  its  course  would  be  from  the 
northward  and  eastward ,  wniW  it  should  meet  also  in  the  upper  regions  a  like  portion  from  the  ascending 
node  formed  in  the  calms  near  the  equator.  This  place  of  meeting  in  the  upper  regions  of  the  atmosphere, 
as  already  remarked,  takes  place  in  the  zone  of  the  calms  of  Cancer.  Here  the  two  currents,  the  one  from 
the  poles,  the  other  from  the  equator,  balance  each  other,  produce  a  calm,  or  the  descending  node  for  the 
northern  hemisi^here,  with  an  increase  of  barometric  pressure. 

In  the  southern  hemisphere  a  like  process  is  going  on ;  only  there,  the  N.  W.  passage  wind  would,  as  it 
arrives  near  the  antarctic  calms,  acquire  a  motion  with  the  sun,  or  in  the  direction  of  the  hands  of  a  watch. 

That  such  is  the  case,  the  investigations  that  are  carried  on  here  do  not  prove;  but  they,  and  a  process 
of  reasoning  guided  by  analogy,  derived  from  what  they  do  show,  suggest  that  such  \s  2yi'olialily  the  case. 

The  general  course  of  the  circulation  of  the  atmosphere,  as  jiartly  established  aad  partly  suggested  by 
these  researches  and  other  sources  of  information  is,  an  upper  current  from  the  poles,  as  far  as  the  tropical 
calms,  towards  the  ecpator;  thence  a  descent  and  a  surface  current  (N".  E.  and  S.  E.  trades),  to  the  equatorial 
calms.  Here  an  ascent  takes  place,  through  which  air  is  supplied  for  an  upper  current  each  way  towards 
the  poles,  as  far  as  the  zone  of  tropical  calms.  Here  there  is  a  descent ;  and  a  continuation  towards  the 
polar  regions  as  a  surface  current  (S.  W.  passage  winds  in  the  nortliern,  N.  AV.  in  the  southern  hemisphere), 
until  it  approaches,  in  part,  the  calms  of  the  arctic  and  antarctic  regions.  Here  it  commences  to  whirl 
about  in  the  manner  already  stated,  forming  the  supposed  polar  calms,  in  which  it  ascends,  and  so  com- 
mences its  return  towards  the  equator  by  reversing  the  circuit  just  described.      Tide  Plate  II. 

The  following  is  a  part  of  the  history  connected  with  these  investigations  as  to  the  circuit  of  the  winds: 
Extract  from  a  letter  to  the  Prussian  Minister^  Baron  Von  Gerolt,  dated,  National  Ohservatory,  June  20,  1850. 

Speaking  in  advance  somewhat  of  my  publication,  but  leaning,  nevertheless,  upon  the  indications 
already  given  by  the  investigations  which  are  in  progress  at  this  office  with  regard  to  the  winds  and  currents 
of  the  sea,  and  the  iihenomena  connected  therewith,  I  ma}^  remark  tliat  certain  conclusions  have  been  forced 
upon  me,  with  such  verisimilitude,  that  it  only  remains  for  Professor  Ehrenberg,  with  his  microscope,  to 
write  the  final  Q.  E.  D.  to  them.  . 

For  instance,  my  investigations  of  the  winds  at  sea,  so  far  as  they  bear  upon  the  subject,  seem  to  indi- 


THK    TKADE-WINU    ClIAin'.  359 

ij  catc  that  the  rivers  find  fresh  water  of  the  nnrthei'ii,  temperate,  and  frigid  zones,  are,  for  th<;  most  part, 
Ij  evaporated  from  tlie  soutli  torrid;  or,  more  properly  s]iealviii,tr,  that  they  arc  tal<en  up  from  the  sea  l)y  tlic 
S.  E.  trade-winds.  Such,  at  least,  is  the  indication;  and  certain  facts  so  tend  in  tlieir  bearings,  as  to  convert 
this  indication  into  a  conclusion  that  does  not  appear  altogether  forced. 

As  a  general  rule,  most  of  the  laud  is  in  the  northern,  and  most  of  the  water  in  the  southern  hemi- 
1  sphere.  But,  notwithstanding  the  absence  of  evaporating  surface  in  the  northern  hemisphere,  most  of  tlic 
precipitation  takes  place  there,  if  we  regard  the  waters  that  are  discharged  into  the  ocean  by  the  rivers  as 
an  expression  of  the  excess  of  the  precipitation  over  the  evaporation  that  takes  place  in  the  basins  drained 
by  these  rivers.  The  basin  of  the  Amazon  is  in  both  hemispheres;  it  is,  therefore,  common, and  should  not 
be  counted  as  peculiar  to  either.  The  Rio  de  la  Plata  is  the  only  great  river  then  in  the  southern  Jiemi- 
j  sphere;  whereas,  in  the  northern,  are  all  the  rivers,  great  and  small,  which  give  drainage  to  Europe,  Asia, 
and  America. 

The  question  then  comes  up :  Does  the  Atlantic  afibrd  evaporating  surface  sufTieieut  to  supply  all  the 
rivers  of  Europe  and  America  with  rain  water?  and,  if  so,  by  what  winds  do  the  vapors,  that  make  these 
rains,  travel  both  east  and  west  from  the  same  }dace  ? 

Very  little  of  America  and  no  part  of  Europe  is  within  the  region  of  the  N.  E.  trade-winds ;  and  the 
trades,  because  they  come  from  a  colder  and  go  to  a  warmer  climate,  are  eminently  evaporating  winds.  But 
how  is  it  to  the  north  of  the  N.  E.  trade-winds,  where,  on  the  surface  of  the  earth,  the  S.  W.  are  the  pre- 
vailing winds  ?  Uere,  as  a  general  remark,  the  winds  arc  going  from  a  warmer  to  a  colder  climate,  and, 
therefore,  ought,  it  would  seem,  to  precipitate  more  than  they  evaporate.  Tlius,  take  the  isotherm  of  60° 
Fahr.  in  the  Atlantic,  as  an  example;  the  mean  dew-point,  we  will  suppose  along  this  line,  is  between  50° 
and  60°,  or  at  any  other  degree  below  60° — suppose  55° — that  we  may  choose  for  the  illustration. 

Now,  let  us  proceed  still  farther  north  in  this  ocean  until  we  reacli  the  isotherm  of  30°;  on  this  line  the 
mean  dew-point  must  be  below  30°,  how  much  we  cannot  say,  nor  is  it  material  for  the  illustration  that  we 
should  say.  It  is  certainly  below  the  mean  dew-point  of  60°.  Now,  what  becomes  of  the  vapor  that  has 
caused  the  mean  dew-point  of  the  isotherm  of  60°  to  change  to  that  which  belongs  to  the  isotherm  of  30°? 
It  has  been  precipitated,  and  the  capacity  of  the  air  to  retain  moisture  has  been  lessened  proportionably. 
In  thus  viewing  the  case,  the  question  arises :  Whence  are  the  vapors  taken  which  su[)ply  with  rain  the 
sources  of  the  rivers  of  the  north  temperate  and  frigid  zones  ? 

You  will  understand  me  as  speaking  in  general  terms,  without  regard  to  any  of  the  exceptions  causeil 
by  anomalies,  such  as  the  Gulf  Stream  and  the  like. 

Where  the  N.  E.  and  S.  E.  trade-winds  meet,  they  produce  what  is  known  as  the  belt  of  equatorial 
calms.  This  is  one  of  the  valves  in  the  great  atmospherical  machine,  through  which  the  air  that  is  brought 
from  the  north  and  the  south  by  the.se  trade-winds,  rises  and  escapes  into  the  upper  regions  of  the  atmo- 
sphere, and  thence  retuims  to  supply  the  sources  of  tlie  trades  with  fresh  air  to  make  more  winds  of. 

Now  the  question  is:  Does  the  air  which  is  V)rought  to  this  valve  by  the  S.  E.  trades  continue  on 
towards  the  north  in  the  upper  regions  of  the  atmosphere,  while  that  which  comes  down  as  the  N.  E.  trades 


y60  THK  WIND  AND  CURHENT  CUARTS. 

continues  on  towards  the  south  in  lilce  manner  ?  or  does  the  air  which  the  S.  E.  trades  bring  to  this  calm 
place,  rise  up  aud  return  to  the  south?  or  does  the  air  of  the  two  trades  intermingle  here,  and  go,  a  part 
of  it  indiscriminately,  either  to  the  north  or  to  the  south  as  chance  may  determine? 

I  am  inclined  to  favor  an  afBrmative  reply  to  the  first  of  these  interrogatories;  and  for  these  reasons, 
in  addition  to  those  already  alluded  to : — 

1.  Winter,  late  Hill,  and  early  spring,  are  the  seasons  of  our  greatest  precipitation;  and  this  is  the 
time  when  the  sun  is  pumping  up  the  vapor  with  the  greatest  energy  from  the  southern,  and  with  the  least 
from  the  northern  oceans — -and  so  too  when  the  sun  is  pumping  up  vapor  from  the  northern  hemisphere 
with  all  his  energies,  precipitation  is  most  active  in  the  southern. 

2.  Tlie  bolt  or  band  over  which  the  S.  E.  trades  prevail  is  much  broader  than  that  over  which  the 
N.  E.  trades  prevail ;  consequently,  supposing  the  velocity  of  each  trade-wind  to  be  the  same,  or  nearly  the 
same,  the  S.  E.  trade  takes  up  more  moisture  because  it  sweeps  over  a  broader  belt  of  ocean ;  and  sweeping 
over  a  broader  belt,  it  remains  longer  in  contact  with  the  evaporating  surface;  and  consequently,  it  may  be 
supposed,  it  brings  more  moisture  to  the  belt  of  equatorial  calms  whence  the  ascent  takes  place. 

A  large  portion  of  this  moisture  is  deposited  iu  the  equatorial  calms,  which  we  know  is  a  region  of 
constant  precipitation.  But  where  is  the  rest  precipitated — in  the  northern  or  southern  hemisphere?  In 
tlie  former,  I  suppose ;  because  the  rivers  and  the  rain-gauge,  as  for  as  it  has  been  observed,  tell  us  that  the 
total  amount  of  precipitation  in  the  northern,  is  greater  than  that  in  the  southern  hemisphere ;  indeed,  it  is 
not  necessary  to  consult  the  rain-gauge  to  loam  this ;  the  rivers  themselves  are  sufficient  rain-gauges  for 
this  purpose ;  for  we  have  only  to  consider  the  volume  of  water  annually  discharged  into  the  ocean  by 
northern  rivers,  to  see  in  it  an  expression  for  an  amount  by  which  the  total  precipitation  is  in  excess  of  the 
total  evaporation  which  takes  place  in  the  whole  extent  of  valleys  di'ained  by  such  rivers.  Search  the 
southern  hemisphere  for  a  like  quantity,  and  the  search  will  be  in  vain. 

Seeing,  moreover,  that  the  southern  hemisphere  has  more  water  and  less  land  than  the  northern ;  that 
it  has  less  rain  and  fewer  rivers,  it  seems  as  though,  in  likening  the  atmosphere  to  an  immense  machine, 
we  might  call  the  southern  seas  the  boiler,  and  the  northern  continent,  the  condenser  for  the  mighty 
enfrinc.  •  -         - 

There  is,  perhaps,  another  point  upon  which  an  argument,  not  altogether  without  plausibility,  may  be 
turned  in  favor  of  this  hypothesis. 

The  grounds  for  this  argument  are  drawn  from  probability,  and  the  argument  itself  rests  on  the  degree 
of  belief  and  faith  we  have  in  the  perfection  of  terrestrial  adaptations. 

To  state  the  argument  in  this  point  of  view,  we  must  consider  the  atmosphere,  not  only  as  a  great 
condensing  machine,  but  as  an  immense  sewer,  in  which  vast  quantities  of  corrupt  animaland  vegetable 
matter  are  continually  being  cast  for  re-elaboration,  purification,  rearrangement,  and  readaptation  to  the 
purposes  of  the  animal  and  vegetable  kingdoms. 

Notwithstanding  the  quantity  of  matter  that  the  plants  and  animals  of  the  earth  are  continuall}^  taking 
from  the  atmosphere  on  the  one  hand,  aud  are  as  continually  casting  into  it  on  the  other,  so  admirably 


THE   TRAUK-WIND   CIIAKT.  361 

arranged  is  it,  and  so  perfoct  its  sjstuni  of  circulation,  now  across  tlio  seas,  now  tlirongh  ibrcsts,  and  again 
II  over  deserts,  burning  sands,  and  frozen  lieiglits,  tliat  its  jirojxn-tions  are  never  destroyed. 

In  tliis  system  of  purification  and  iireservatiou,  avc  know  that  vegetation  in  active  growth  has  much 
to  do. 

Now,  then,  if  we  consider  that  the  N.  E.  trade- winds,  when  they  arrive  at  the  equator,  ascend,  return 
to  the  north  in  the  upper  regions  until  they  reach  the  parallel  of  30^  or  40°  north,  Avhere  they  descend  to 
the  surface,  and  are  known  as  what  the  Germans  style  the  S.  W.  passage  winds;  if,  I  say,  this  be  the 
course  of  atmospherical  circulation,  we  shall  see  that  the  air  in  our  winter  time,  when  vegetation  is  asleep 
with  us,  would  probably  not  be  exposed  to  the  process  necessary  for  its  purification ;  and  finally,  if  such 
'  were  the  system  of  circulation,  the  atmosphere  of  the  northern  hemisphere  would,  in  the  process  of  ages, 
probably  become  different  from  that  of  the  southern  hemisphere.* 

"We  have  no  reason  to  believe  in  the  existence  of  any  such  change  in  the  components  of  the  atmo- 
sphere; and  I  had  almost  said,  Oieirfore,  in  any  such  partial  system  of  circulation. 

On  the  other  hand :  If  we  maintain  that  the  S.  E.  trade-winds  flow  north  after  ascending  into  the  upper 

I    regions  of  the  atmosphere  through  the  equatorial  calms,  and  that  it  is  those  winds,  and  not  the  N.  E.  trades, 

that  in  their  circuit  blow  our  S.  W.  passage  winds ;  if,  I  say,  we  maintain  this,  we  shall  see  the  beautiful 


*  The  extra-tropical  regions  of  the  north  have  much  more  laud,  and  therefore  it  may  be  supposed  many  more  organs  than  the 
south  to  breathe,  consume,  and  vitiate  the  atmosphere ;  coDse<iuently  in  any  given  time,  as  in  a  northern  winter,  the  demands  upon  the 
atmosphere  are  very  unequal  on  opposite  sides  of  the  equator.  On  one  side,  the  animal  kingdom  is  exacting  from  it  in  excess  ;  on  the 
other — the  southern  summer — the  vegetable. 

Speaking  in  general  terms,  it  may  be  said  that  man,  with  his  retinue  of  domestic  animals,  counts  in  the  south  but  as  one  in  a  thou- 
sand to  his  hosts  at  the  north.  These  myriads  of  warm-blooded  animals  in  the  northern  hemisphere,  with  the  tires  kindled  by  man  in 
our  winter,  leave  us  to  infer  that  more  air  is  required  for  animal  consumption  and  combustion  on  one  side  of  the  equator  than  on  the 
other,  especially  in  the  northern  winter. 

The  air  thus  used,  loses  the  proportions  of  gaseous  combinations  required  to  make  it  wholesome  ;  whence,  therefore,  is  it  purified  ? 
Xiit  by  the  vegetation  of  the  extra-tropical  north,  certainly,  for  its  vegetation  is  then  asleep. 

But  if  we  make  this  air  return  to  the  south  by  the  route  suggested,  it  will  pass  through  the  X.  E.  trade-wind  regions,  ami  be  partly 
replenished  by  the  perpetually  active  vegetation  there.  Then  rising  in  the  equatorial  calms,  and  overlcajiing,  in  the  upper  regions,  the 
S.  E.  trades,  it  descends  to  the  surface  in  the  extra-tropical  south,  wliere  it  is  summer,  and  where  the  forces  of  vegetation  are  iu  their 
most  active  operation. 

Returning  in  the  upper  regions  towards  the  north,  still  more  refreshed  from  this  part  of  its  circuit,  it  first  strikes  the  surface  again 
as  the  S.  E.  trades,  where  vegetation  is  again  perpetually  active.  Being  now  completely  purified,  it  rises  up  again  in  the  equatorial  calms, 
overleaps,  iu  the  upper  regions,  the  N.  E.  trades,  and  descends  iu  the  extra-tropical  north,  fresh  with  supplies  iu  wholesome  proportions 
for  breatliing  lungs  and  winter  fires. 

And  thus,  though  we  cannot  tell  the  reason  why  this  earth  was  provided  with  zones  of  perpetual  summer,  alternate  winter,  and 
opposite  seasons,  we  may  nevertheless  see  through  the  atmosphere  one  of  the  purposes  for  which  this  arrangement  of  seasons,  combina- 
tion of  climates,  and  proportion  of  vegetable  surface  was  intended  to  subserve. 

In  this  view,  we  see  room  for  the  harmony  of  nature.  We  have  not  a  single  physical  fact  going  to  prove  that  such  is  not  the  course 
of  the  circulation  of  the  atmosphere  about  the  surface  of  the  earth ;  but  we  have  many  facts  and  circumstances  which,  though  they  do 
not  prove,  yet  they  suggest,  tliat  such  is  tlie  coiirse. 

Thus,  using  a  figure  of  speech,  we  may  liken  these  evergreen  places  through  which  the  winds  go  and  return,  to  the  lungs  of  the 
earth,  with  their  three  lobes ;  one  in  each  of  the  trade-wind  regions,  and  one  now  at  the  north,  now  at  the  south,  changing  from  cue  side 
to  the  other,  as  the  summer  comes  and  goes. — JI.  F.  M. 

46 


862  THE   WIND   AXD   CURRENT   CHARTS. 

adaptation  for  exposing  them  to  the  proper  and  wholesome  vegetable  agencies;  our  winter  is  the  southern 
summer ;  then  the  S.  E.  trades  blow  through  the  southern  forests,  which  are  then  in  their  stage  of  activity. 
Arrived  at  the  equator — properly  prepared  for  the  use  of  the  inhabitants  of  the  north  temperate  and 
frigid  zones — they  ascend  into  the  clouds;  and,  after  reaching  the  parallel  of  30°  N.,  they  descend,  and  are 
then  felt  as  the  vigorous,  wholesome,  and  healthful  S.  W.  passage  winds  of  the  northern  winter ;  continuing 
on  towards  the  north  frigid  zone,  they  perform  their  office  for  the  inhabitants  of  those  inhospitable  climates, 
and  approaching  the  polar  regions  in  spirals,  they  whirl  continually  around  or  about  the  pole  in  a  direction 
contrary  to  that  of  tlie  hands  of  the  watch. 

Returning  thence  in  the  upper  regions  towards  the  south,  as  unfit  for  farther  use,  they  are  next  felt  on 
the  surface  within  or  near  the  tropics,  where  vegetation  is  again  in  activity,  to  fit  them  for  the  inhabitants 
of  that  region ;  reaching  the  equatorial  calms,  they  ascend,  and  next  appear  on  the  surface  in  the  south 
temperate  zone  as  the  N.  W.  passage  winds. 

Continuing  on  towards  the  south  pole,  and  approaching  it  in  spirals,  they  whirl  about,  but  in  a  direc- 
tion with  the  hands  of  a  watch,  and  opposite  to  that  which  they  took  about  the  north  pole. 

Ascending  into  the  upper  regions  of  the  atmosphere,  they  are  next  felt  on  the  surface  as  S.  E.  trade- 
winds  ;  reaching  the  equator,  ascending,  and  coming  over  into  the  northern  hemisphere,  they  are  again  felt 
to  the  north  of  the  N.  E.  trades  as  the  S.  W.  passage  winds. 

Let  us  suppose  that  this  jiart  of  the  circuit  from  the  antarctic  regions  be  made  in  our  summer,  and  of 
course  in  the  southern  winter,  when  the  vegetation  here  is  not  so  active  in  its  demands  upon  this  atmosphere 
in  motion,  as  it  was  in  the  other  part  of  the  sujjposed  circuit. 

But  then  this  same  atmosphere,  that  has  been  but  partial!}-  purified  for  northern  use  in  the  southern 
forests  and  fields,  reaches  us  in  our  summer,  when  vegetation  is  in  full  activity,  and  when,  therefore,  all  dis- 
proportions are  properly  compensated. 

I  have  faith  in  the  "  great  first  thought. "  I  believe  that  the  animal  and  vegetable  kingdoms  are  in 
exact  counterpoise  ;  that  through  the  dominions  of  nature  all  things  are  in  exact  and  rigid  proportions;  that 
there  is  not  a  green  leaf  too  much  on  one  side,  nor  an  insect  too  many  on  the  other.  And  because  of  this 
belief,  I  find  plausibility  and  satisfaction  in  supposing  that  the  general  system  of  atmospherical  circulation 
is  as  I  have  been  endeavoring  to  represent  it. 

In  this  belief  I  am  strengthened  by  my  reading  of  a  text  of  Scripture  (and  the  Bible  no  more  than 
Nature  can  be  wrong,  for  the  Author  of  both  is  One),  which  seems  to  apply  to  such  a  system  of  circulation : 
"  The  wind  goetli  toward  the  south,  and  turncth  about  unto  the  north  ;  it  whirleth  about  continually, 
and  the  wind  returueth  again  according  to  his  circuits." 

Compare  this  with  what  I  have  already  said,  which  my  investigations  taught  me  was  the  probable 
course  of  atmospherical  circulation  befoi-e  I  remembered  me  of  what  Solomon  had  said,  and  I  think  you 
will  find  with  me,  not  proof,  but  grounds  to  suppose  that  such  may  be  the  system  of  atmospherical  circula- 
tiuu. 


THK    WIIAI.K    fllAUT.  363 


THE  'WIIALE  CHART. 

Ill  lS-17,  materials  .sufficieut  luiviiiy  l>een  collected  from  the  log-books  of  whalers  for  an  iiivesligatioii 
into  the  habits  and  places  of  resort  of  the  whale,  Lt.  Win.  L.  I[erudon  commenced  the  constrnction  of  this 
Whale  Chart  for  the  whole  ocean,  excepting  the  North  Atlantic. 

The  object  of  this  Chart  is  to  show  at  a  glance  where  this  fish  has  been  mo.st  hunted; — when,  in 
what  years,  and  in  what  months  it  has  been  most  frequently  found — whether  in  shoals,  as  stragglers ; — and 
whether  sperm  or  right.     The  sheets  are  numbered  letter  F  of  the  series. 

Lieut.  Ilerndon  was  interrupted  in  these  highly  interesting  investigations,  by  orders  for  sea  service. 
He  had  proceeded  far  enough,  however,  with  the  Charts,  to  develop  some  of  the  llr.st  fruits,  which,  it  mi^ht 
be  expected,  are  concealed  in  a  field  so  abundant  with  treasures  as  this  may  be  well  supposed  to  be.  But 
these  orders  deprived  me  of  the  assistance  of  a  most  valuable  officer,  and  greatly  delayed  the  work. 

The  plan  of  conducting  these  investigations  is  by  spaces  of  5°  square,  and  the  observations  are  so 
entered  as  to  show  at  a  glance  the  number  of  days  for  each  mouth  spent  in  each  square  ;  the  number  of 
days  in  Axhich  whales — and  \\'hether  they  are  sperm  or  right — have  been  seen  ;  also,  the  years  in  which 
whales  of  either  kind  were  seen,  and  the  years  in  ^vllich  they  were  not  seen,  in  any  given  square. 

As  observatiou  after  observation  in  such  an  innnense  field  was  recorded  day  after  day,  with  the  most 
untiring  industiy,  and  as  the  oft-repeated  process  finally  began  to  express  a  meaning,  I  was  surprised  to 
find  the  lines  for  entering  the  right  whale  were  blanks,  through  certain  districts  of  the  ocean,  from  one  side 
of  the  Chart  to  the  other.  Finally,  it  was  discovered  that  the  torrid  zone  is  to  this  animal  forbidden  ground, 
and  that  it  is  physically  as  impossible  for  him  to  cross  the  equator  as  it  would  be  to  cross  a  sea  of  fiame. 
In  short,  these  researches  show  that  there  is  a  belt  from  two  to  three  thousand  miles  in  breadth,  and  reach 
ing  from  one  side  of  the  ocean  to  the  other,  in  which  the  right  whales  are  never  found. 

Hence  the  discover^'  that  the  fish  called  the  right  Avhalc  in  the  northern  hemisphere  is  not  the  fish 
which  goes  by  this  name  iu  the  southeru;  that  the  right  whale  of  Behring's  Straits  and  the  whales  of 
Baffin's  Bay  are  probably  the  same  animal ;  and  if  so,  the  conclusion  is  almost  inevitable  that  there  is  at 
times,  at  least,  an  open  water  communication  through  the  polar  regions  between  the  Atlantic  and  Pacific 
Oceans;  for  this  animal,  not  being  able  to  endure  the  warm  waters  of  the  equator,  could  not  pass  from  one 
ocean  to  the  other  unless  by  way  of  the  arctic  regions.  -  .  -     . 

The  investigations  connected  with  these  animals  have  also  pointed  out  to  us  the  great  currents  of 
warm  water  which  keep  up  the  ocean  circulation  of  the  Pacific — it  might  be  said,  of  the  globe ;  for  as  we 
study  their  habits,  these  dumb  creatures  teach  us  by  their  instincts  that  there  are  continuous  currents  in 
the  sea  between  places  the  most  remote. 

With  the  aid  of  what  the  whales  have  taught  us,  in  connection  with  what  we  have  learned  from  other 
sources,  we  can  now  almost  prove  the  existence  of  a  continuous  current  of  water  from  the  borders  of  the 
Eed  Sea  into  the  English  Channel.     The  current,  which  has  its  genesis  partly  in  the  Eed  Sea,  and  partly 


364  THE    -WrXI)    AXD    CURRENT    CIIAltTS.  I 

m  the  Indian  Ocean  and  its  contiguous  bays,  is  bifurcated  off  the  African  coast  by  a  cold  current  from  tte 
south.  And  Avere  it  possible  to  throw  into  the  Red  Sea  two  bottles  properly  marked  and  labelled,  which 
■would  not  be  drifted  out  of  the  current,  but  which  would  separate  at  the  forks  of  the  stream,  these  two 
bottles  would,  or  might  pass,  one  around  Cape  Horn,  and  the  other  around  the  Cape  of  Good  Hope ;  and 
meeting  again  in  the  tropical  regions  of  the  Atlantic  Ocean,  it  would,  theoretically,  be  possible  for  them  to 
drift  into  the  Cai'ibbean  Sea ;  thence  through  the  Gulf  of  Mexico ;  and  by  the  Gulf  Stream  out  again 
into  the  Atlantic  Ocean ;  and  by  its  waters  they  might  be  cast  up  together  on  the  shores  of  the  British 
Islands,  as  the  drift  of  the  Gulf  Stream  is  often  cast.  j 

There  is  an  undercurrent  from  the  Red  Sea,  and  the  course  of  the  supposed  bottles  would  be  with 
that  undercurrent  out  into  the  Gulf  of  Aden  ;  thence,  rising  to  the  surface  of  the  Arabian  Sea— aa 
immense  caldron  without  any  escape,  as  from  our  Gulf  of  Mexico,  for  its  heated  waters  to  the  north— 
they  would  be  drifted  to  the  south  in  the  currents  from  this  sea ;  arrived  near  the  Cape  of  Good  Hope,  this 
current  is  bifurcated  by  a  cold  one  from  the  south,  going  to  replace  the  waters  which  it  has  conveyed  from 
the  north. 

Here  the  bottles  would  separate,  one  following  the  Lagullas  current  around  the  Cape  of  Good  Hope  into 
the  Atlantic. 

The  other,  taking  the  other  branch  of  the  stream,  would  be  drifted  to  the  southward  of  New  Holland, 
and  be  carried  into  the  antarctic  regions  near  Victoria  Land.  Here,  the  current  being  cooled  down  and 
deflected,  it  would  commence  its  flow  towards  the  north,  as  the  ice-bearing  current  which  flows  into  the 
Atlantic  around  Cape  Horn— the  icebergs  of  which  I  have  encountei-ed  in  latitude  37°  south.  Bottles 
that  have  been  thrown  overboard  off  Cape  Horn,  have  been  picked  up  on  the  shores  of  Ireland. 

However,  without  pursuing,  just  now,  this  system  of  currents  i.iointed  out  by  the  bottles  and  the 
whales,  and  suggested  by  the  dynamical  forces  imparted  by  the  salts  of  the  sea  to  its  currents,  I  propose  at 
another  time  a  still  further  investigation  and  account  of  these  beautifid  and  interesting  facts,  which  the 
Whale  Charts  arc  developing. 

After  Lieutenant  Herndon  was  called  away,  the  investigations  for  tliese  Charts  were  continued  by 
Lieutenant  Leigh,  for  a  short  time.  His  duties  were  soon  changed,  and  I  remained  without  force  to 
resume  the  work,  till  late  in  1850,  when  Lieutenant  Fleming  reported  for  duty.  He  was  set  to  work  on 
the  Whale  Charts,  but  before  he  had  made  any  progress  with  them  worth  the  name,  he  was  detached, 
and  ordered  on  other  duty.     Rassed  Midshipman  Jackson  then  took  them  in  hand,  and  completed  them. 

They  show  in  what  part  of  the  ocean  the  whales  "use"  in  each  month,  and  the  knowledge  cannot  fail 
to  prove  of  great  importance  to  the  whaling  interests  of  the  country— an  interest  which  keeps  in  continual 
occupation  a  fleet  of  600  sail,  manned  by  15,000  American  seamen-and  which  fislies  up  annually  from 
the  depths  of  the  ocean,  property,  the  real  value  of  which  far  exceeds  that  of  the  gr.ld  mines  of  California. 

Rlate  IX.  exhibits  an  extract  from  the  Whale  Chart. 

The  object  of  these  Charts  is  to  show  where  the  whalemen  have  hunted,  and  wliere  they  have  found 
their  game;  consequently,  this  Chart  enables  us  to  designate  those  parts  of  the  ocean  where  the  whales 


LETTERS   KKO:\I    WIIAI.EIIEX.  o(i5 

"use,"  auJ  those  parts  where  they  never  go — and  to  tell  where  in  each  month  this  animal  is  most  likely  to 
be  foimd. 

The  tlirec  horizontal  lines,  Plate  IX.,  marked  D.  11.  S.,  in  the  middle  cokuuii,  repeated  from  parallel 
to  parallel,  stand:  D.  for  days;  II.  and  S.  for  the  mmdjer  of  days,  each,  on  which  whales,  right  or  sperm, 
have  been  seen.  The  days  of  search  are  expres.sed  in  figures;  the  days  on  which  whales  arc  seen  arc 
expressed  bj^  the  system  of  "  lives  and  tallies,"  as  already  explained  with  regard  to  the  winds. 

It  will  be  observed  that,  from  60°  noilli  to  60°  south,  between  the  meridians  of  125°  and  130°  AV., 
right  whales,  except  in  one  instance,  have  never  been  reported  by  any  of  the  vessels  whose  logs  have  been 
examined.  That  sperm  whales,  except  a  straggler  or  two,  have  never  been  seen  between  these  meridians, 
and  below  5°  S. ;  between  which  parallel  and  the  equator  they  are  most  abundant.  That  they  are  seen 
between  35°  and  50°  K.;  between  the  equator  and  10°  X.;  but  not  between  10°  and  35°  X.;  and  the 
inference  is  drawn,  from  the  fact  of  their  a})pcariug  so  irequently  between  the  ])arallels  of  35°  and  50°  X., 
that  warm  water  is  found  there. 

The  investigations  for  this  Chart  are  so  conducted  as  to  show  the  years  in  which  the  whales  have  been 
searched  for  and  seen  in  the  various  districts  of  the  ocean.  These  results  are  the  embodied  experience  of 
several  hundred  whalemen  as  to  the  best  fishing-grounds. 

Besides  the  practical  advantages  which  it  is  conjectured  will  inure  to  the  whaling  interest  from  these 
investigations,  much  information  of  a  highly  interesting  character  will  probably  be  elicited  by  them  for  the 
naturalist  and  geologist. 

Scenes  and  information,  how  interesting  so  ever  to  the  world  at  large  they  may  be,  yet,  by  often 
recurring,  lose  their  novelty  to  classes;  they  become  kxmiliar,  cease  to  strike,  and  are  at  best  apt  to  be 
thought  not  worth  speaking  or  writing  about.  This  is  particularly  the  ca.se  with  regard  to  the  whalemen 
and  their  calling. 

With  the  view  of  reminding  them  how  little  is  known  by  the  world  generally,  wdth  regard  to  the 
habits  of  the  whale,  it  may  be  remarked  that  the  information  conveyed  iu  the  communications  from  them, 
which  are  now  published,  and  which  information  has  been  obtained  from  them  by  accident  or  chance,  as  it 
were,  will  be  read  with  much  interest  by  men  of  science. 

The  gentlemen,  who  were  kind  enough  to  furnish  this  information,  had,  I  am  sure,  no  idea  of  its 
publication ;  but  I  hope  they  will  excuse  the  liberty  for  the  sake  of  the  motive. 

These  papers  will,  it  is  hoped,  be  the  means  of  calling  forth  much  additional  information  of  a  kindred 
nature. 


LETTERS  FROM  WHALEMEN. 

Capi.  Daniel  McKenzie  to  Lieut.  Maurij — dated,  Xcw  Bedford,  June  8,  18-19. 

Herewith  I  forward  some  additional  knowledge  of  sperm  ichales;  their  history,  habits,  food,  age,  &c.; 
also  the  laws  that  govern  their  migratory  movements,  with  such  other  thoughts  as  may  occur  to  memory 
as  I  write. 


366  THE    WIND    AND    CURRENT    CHARTS. 

The  sperm  wliale,  though  found  iu  every  sea  and  clime,  yet  its  great  nursery  is  in  the  great  Pacific; 
its  haunts  are  found  there  from  coast  to  coast ;  its  limits  that  ol'  the  ocean  itself.  The  males  are  more 
frequently  found  in  high  latitudes,  the  other  sex  iu  milder  climates ;  a  tropical  region  seems  to  suit  theni 
best ;  they  seek  bays  in  islands  and  coral  beds  and  reefs  in  vast  shoals  to  bring  forth  their  young.  The 
period  of  gestation  I  do  not  know.  Perhaps  no  animal  found  in  the  sea  is  more  timid  and  easier 
fritrhtencd  ■  they  always  group  by  themselves,  and  seem  to  shuu  the  society  of  other  tribes  of  the  ocean. 

Their  powers  of  vision  are  exceedingly  limited ;  they  cannot  see  directly  ahead  of  tliem ;  hence  they 
often,  Avhen  alarmed,  run  foul  of  each  other  and  foul  of  other  objects.  I  have  seen  them  run  against  a 
whaleboat,  and  the  concussion  so  alarmed  them  as  to  create  the  most  convulsive  frenzy ;  and  I  think  they 
are  as  unconscious  of  the  approach  of  the  harpoouer  from  that  direction  as  when  he  follows  after  them. 
Their  exquisite  sense  of  hearing,  however,  is  mo:.;t  extraordinary;  not  unfrequently  in  large  shoals  covering 
miles  of  space,  the  instant  one  is  attacked,  the  whole  school,  for  miles  ai'ouud,  spring,  shoot  out  their  heads 
above  water,  and  listen  for  a  moment,  and  if  the  attack  is  made  on  a  female  (or  coav),  they  will  all  rush 
with  great  speed  to  their  wounded  companion,  as  if  to  extend  their  sympathy,  if  nothing  more,  unconscious 
of  their  own  danger.  The  bold  whaler  avails  himself  of  their  approach,  lays  off  a  short  distance  from  his 
bleeding  victim,  and  takes  them  as  they  come ;  and  if  he  is  clever  at  the  deadly  game,  he  will  mortally 
wound  several,  ere  they  discover  the  tragic  act  he  is  playing;  but  if  the  first  one  attacked  happens  to  be  a 
male,  nine  times  in  ten  the  shoal  will  run  ofl"  with  such  rapidity  as  soon  to  be  out  of  sight.  The  cows  are 
found  in  shoals  from  twenty-five  to  a  hundred  in  number,  not  only  at  their  usual  haunts  while  feeding,  but 
also  in  their  migrator}'  movements  in  search  of  food,  accompanied  generally  by  one  large  bull,  who  seems 
to  reign  over  all  as  king,  whose  head  is  always  found  covered  with  scars  and  wounds,  the  result,  as  we 
always  thought,  of  battles  fought  with  other  bulls  iu  defending  his  gallantry  for  the  other  sex.  The 
principal  article  of  food  (and,  indeed,  the  only  one,  as  fir  as  I  know)  is  squid;  the  smaller  kind  they  eat  is 
found  near  the  surface,  and  is  from  two  to  three  feet  in  length ;  the  larger  kind,  which  probably  have  their 
luiunts  deep  in  the  sea,  must  be  of  immense  size — the  flesh  soft  and  of  gelatinous  substance.  I  have  seen 
very  large  junks  floating  on  the  surface  entirely  shapeless.  The  cows  on  an  average  will  yield  fifteen 
barrels  of  oil;  the  males  (or  bulls,  as  whalers  call  them)  are  much  larger,  will  yield  from  fifty  to  one 
hundred  barrels  of  oil.  At  this  stage,  he  is  a  noble  animal,  moving  through  the  water  so  graceful  and 
with  such  majesty,  and  with  such  astounding  velocity ;  and  that,  too,  without  apiparcnt  muscular  action,  is 
sublime ;  and  when  attacked,  such  perfect  command  over  his  locomotion  as  to  entirely  change  his  position 
as  quick  as  thought.  I  have  seen  them  lay  motionless  fifty  feet  off,  and  in  an  instant  swing  their  huge 
flukes  under  us,  and  at  one  blow  send  the  boats  iu  spilinters,  men  and  all,  ten  feet  in  the  air. 

Laro-e  whales  are  seldom  seen  in  groups ;  freqiiently,  four  or  five  are  found  within  as  many  miles  of 
each  other,  l)ut  more  frequently  alone.  In  their  several  stages  of  growth,  the  males  will  be  found  in  shoals 
all  very  nearly  of  a  size  ;  some  shoals  will  yield  20,  some  30,  some  40,  and  sometimes  50  barrels,  each 
whale.  The  males,  when  very  young,  frequently  accompany  the  other  sex,  as  boys  and  girls  go  to  school 
together,  and  as  they  a})proach  a  iuore  mature  stage,  they  separate. 


LET'l'EUri    FKU.M    WIIALEilEN.  367 

I  liavc  never  T)ecn  al>lo  to  npproacli  an}'  satisfactory  resnlt  in  i-elation  to  the  time  a  sjierm  wlialc  lives; 
tlic  general  opinion  is  that  tliey  live  forty  or  fifty  years.  I  onee  extracted  tlic  Lai-bed  end  or  licad  of  a 
harpoon  from  the  back  of  a  large  whale,  inclosed  nicely  in  the  oily  hlnbber,  and  the  wound  cntirel}'  liealcd 
•\\  here  it  had  been  lodged  fourteen  years.  This  was  satisfactorily  [iroved  after  we  got  hf)me,  by  the  initials 
of  the  blacksmith  who  made  it,  on  one  side,  and  tlu^  initials  of  the  captain  on  the  oilier.  I  I'cmember  the 
whale  yielded  about  fifty  barrels  of  oil ;  there  was  nothing  in  the  ajipeai-ancc;  of  the  whale  indicating  old 
age.  I  have  often  noticed  their  teeth  rotten  and  decayed  down  to  the  jaw,  and  others  worn  down  level 
with  the  gum  by  mastication,  and  covered  with  wrinkles  and  furrows,  having  a  Avay-worn  appearance,  evi- 
dent marks  of  slow  but  progressive  deterioration.  %i 

The  ship  Balena,  of  this  port,  Capt.  E.  Gardner,  while  at  anchor  at  Karakakua  Bay,  in  Owhyhee,  took 
a  large  sperm  whale  off  the  bay,  that  yielded  them  one  hundred  and  two  barrels  of  oil,  whose  teeth  were 
■worn  down  level  with  the  gum,  evidently  by  masticating  his  soft  food.  This  noble  animal  had  no  other 
appearances  of  extreme  age,  but  seemed  to  have  enjoyed  full  vigor  of  health  and  life ;  avIio,  then,  can  tell  the 
length  of  life  they  reach,  ere  it  terminates  by  the  ordinary  process  of  nature  !  may  it  not  as  probably  reach 
a  hundred  years,  as  close  at  forty  ? 

I  have  said  that  the  cows  seek  bays  and  still  water  to  bring  forth  their  young ;  they  never  visit  shal- 
low water  ;  they  go  to  such  ba.ys  only  where  the  water  is  blue  and  deep,  and  under  the  lee  of  islands  and 
reefs — the  bays  at  the  great  island  of  Albemarle,  of  the  Gallapagos  group,  is  often  visited  by  large  shoals 
of  cows  for  that  purpose — the  water  in  those  bays  is  of  great  depth,  and  as  blue  as  the  Gulf  Stream. 

I  have  said  that  squid  is  the  only  article  of  their  food.  I  am  aware  that  othei's  think  diflerently ;  that 
they  do  eat  other  fish.  I  can  only  judge  from  what  I  have  seen.  After  a  sperm  whale  is  mortally  wounded, 
and  is  in  his  last  struggle,  he  not  unfre(|uently  throws  up  the  contents  of  his  stomach;  which,  in  the  hun- 
dreds of  instances  I  have  seen,  I  have  never  discovered  anything  but  parts  of  squid.  In  cutting  them  up, 
also,  I  have  often  opened  the  stomach,  and  never  noticed  anything  Ijut  squid ;  hence,  I  infer  that  squid  is 
their  ordy  food. 

Their  great  object  of  migrating  from  place  to  place  is  no  doubt  in  search  of  food ;  they  arc  often  seen 
in  large  bodies,  moving  quickly,  all  in  one  direction  ;  by  getting  their  course  as  they  jsass,  and  following  on 
after  them,  in  a  few  days,  again  meet  them  brought  to,  feeding,  and  laying  quite  still,  and  headed  in  difl'er- 
ent  directions.  In  this  case,  the  whaler  often  succeeds  in  getting  a  large  share  of  oil  before  they  are  so 
harassed  and  cut  up  as  to  compel  them  to  abandon  the  ground. 

I  have  often  thought  that  currents  had  much  to  do  with  the  movements  of  sperm  whales  ;  and  as  they 
are  most  always  found  heading  it  where  it  is  strong,  I  have  thought  it  was  to  meet  the  bait  brought  down 
with  the  current,  particularly  near  the  equator  in  the  Pacific,  where  a  current  is  al\\'a3's  found  setting  to 
the  westward,  which  grows  stronger  as  you  proceed  westward,  and  the  whales  generally  found  stenuuing  it 
headed  to  the  eastward. 

I  have  spoken  of  the  timidity  of  sperm  whales.     I  have  known,  near  the  land,  where  sperm  whales 


368  TilK    WIND    ANU    CURRENT    CHARTS. 

were  lying  entirely  still,  a  seal  to  spring  in  among  tliem,  and  start  them  to  running  with  great  violence. 
I  have  also  known  them  started  and  set  running  by  the  approach  of  porpoises. 

It  is  remarked  b}^  many  ex})crienced  sperm  whalers — though  I  never  noticed  it  very  particularly  my- 
self, except  in  large  whales — that,  ai'tcr  rising  to  the  surface  from  their  deep  submarine  explorations,  they 
would  breathe  or  spout  as  many  times  as  they  will  yield  barrels  of  oil.  How  this  rule  works  with  small 
whales,  I  never  noticed ;  but  I  do  know  that  tliose  we  rank  as  large  whales,  yield  frora  fifty  to  one  hun- 
dred barrels — do,  when  undisturbed,  spout  from  fifty  to  one  hundred  times  ;  as  a  general  rule,  they  spout 
from  sixty  to  seventy  times,  and  3'ield  when  taken,  from  sixty  to  seventy  barrels  of  oil. 

Large  sperm  whales  remain  submerged  in  search  of  food,  from  an  hour  t(j  an  hour  and  a  half,  which  I 
presume  is  as  Itmg  as  they  can  hold  their  l.ircath,  for  when  they  rise  (unless  disturbed  or  making  a- passage) 
they  lay  quite  still,  as  if  breathing  was  the  ostensible  object. 

That  sj)erm  whales  do  perambulate  the  whole  ocean,  I  have  no  doubt.  Instances  are  known  of  their 
being  harpooned  on  the  Jaj^an  coast,  and,  disengaging  themselves  from  the  boat,  have  afterwards  been 
taken  on  the  coast  of  Chili ;  this  was  known  by  the  ship's  mark  on  the  harpoon.  One  instance  is  known 
where  a  sperm  whale  was  thus  struck  on  the  coast  of  Peru,  and  subsequent!}'  taken  off  the  coast  of  the 
United  States. 

I  have  often  met  sperm  whales  off  the  Cape  of  Good  Ilope,  and  off  Cape  Horn,  making  their  passage 
from  sea  to  sea. 

I  notice  our  ships  have  discovered  a  now  region,  new  haunts  for  right  whales.  The}'  enter  the  Yellow 
Sea  early  in  the  season  ;  and  as  it  advances,  they  proceed  north,  through  the  Straits  of  Corea  into  the  Sea  of 
Japan  ;  thence  north  up  the  Gulf  of  Tartary ;  thence  through  the  Perouse  Strait  into  the  Sea  of  Seghalien ; 
thence  up  the  Ochotsk,  following  the  wdiales  as  they  proceed  north. 

Others  have  passed  up  the  Sea  of  Behring  or  Kamtschatka,  north  through  Behring's  Straits  into  the 
Arctic  Sea,  where  whales  are  found  large  and  plenty ;  sea  smooth,  and  weather  in  the  summer  months 
(from  the  extreme  length  of  the  day)  favorable  for  whaling.  Several  ships  have  been  Avhaling  successfully 
in  those  parts.  The  polar  whale  (as  it  is  called)  yields  very  rich  oil,  and  the  bone  is  larger  and  longer  than 
that  of  the  northwest  coast,  and  fetches  a  better  price  in  the  market. 

A  free  communication  by  our  whalers  through  those  remote  seas,  will  develop  the  phenomenon  of 
winds  and  currents  there ;  they  will  also,  in  cruising  for  whales,  discover  the  hidden  dangers  (if  any),  and 
thus  contribute  to  assist  the  hydrographer  in  preparing  charts  to  guide  future  navigators. 

Herewith  I  forward  you  a  history  of  the  sperm  whale,  by  Capt.  F.  Post,  of  this  city ;  also  the  history 
of  Nantucket,  the  once  great  whaling  nucleus  of  the  world,  from  which  you  can  find  many  useful  statistics 
of  early  whaling. 

Ilistorij  of  tJie  iS2)ermaceli  Whfde,  Inj  Ca23tm'ii  Francis  Post. 

It  is  a  matter  of  much  surprise,  that,  while  the  whale  has  been  so  long  and  so  extensively  an  object 
of  commercial  pursuit,  so  little  should  be  generally  known  of  the  animal. 


LETTJiKS   FROM   WU.VLKMEX.  369 

There  is,  perhaps,  scarcely  a  being  in  tlie  animal  worlrl,  at  least  not  one  whose  existence  has  been  so 
long  known,  the  habits,  structure,  and  qualities  of  which  are  less  known  to  the  naluralist  than  are  tiiose 
of  the  whale.  It  is  a  very  prevalent  opinion  that  whales  spout  water.  Morse,  in  his  Anierinni.  (icographi/, 
tells  us  Ihat  whales  spout  water  to  a  great  height,  and  we  find  many  writers  have  been  led  into  the  same 
ciTor  ;  but  it  is  well-known  among  whalers  that  whales  ntivor  spout  uxUcr,  and  that  their  spouts,  which  are 
.-imply  dense  respirations,  emitted  with  some  force  from  their  large  nostril,  never  ascend  above  twelve  feet 
high ;  and  when  the  whale  is  unmolested,  seldom  to  that  height,  or  to  one-half  of  it. 

The  spermaceti  Avhale  has  but  one  spiralle  through  which  it  respires;  this  is  on  the  left  side  c^f  the 
upper  part  of  the  head,  and  within  a  few  inches  of  its  end ;  it  is  about  fifteen  inches  long  wheu  closed  ;  and 
when  extended,  from  five  to  six  wide.  The  spout  shoots  obli(|uoly  forward  and  upward,  expanding  wheu 
it  rises  like  a  whiff  of  tobacco-smoke,  which  it  much  resembles  in  form  ;  it  is  visible  but  for  a  moment ;  is 
near  the  same  density  as  fog,  and,  when  blown  in  the  face,  the  same  degree  of  dampness  is  felt  from  it. 
Wheu  the  air  is  clear  and  cool,  and  a  moderate  breeze  is  blowing,  so  that  the  sea  is  not  iiuicli  rufhcd,  the 
spout  of  a  large  whale  ma_y  be  seen  from  a  ship's  masthead  the  distance  of  nine  miles — the  white  spout 
forming  a  fine  contrast  with  the  blue  field  above  which  it  rises,  and  appears  at  intervals  of  almost  as  much 
exactness  as  can  be  measured  by  a  first-rate  "chronometer.  When  whales  spring  out  of  the  sea,  the  spray 
produced  by  their  fall  is  so  great  as  to  be  seen  15  miles — in  one  of  these  playful  gandjols  they  are  fre- 
quently first  discovered. 

The  males  of  this  species  are  out  of  all  jn-oportion  the  largest,  and  they  are  generally  found  alone  ;  it 
is  then  quite  astonishing  to  see  with  what  exactness  they  pursue  their  course.  Not  uufrequeutly  they  are 
pursued  by  a  ship  the  space  of  a  whole  day  together  Avithout  altering  their  course  a  single  })oint  of  the 
compass.  What  can  enable  these  inhabitants  of  the  deep  to  thus  pursue  an  undeviating  course  for  a  day, 
and  most  likely  for  as  long  a  period  as  they  choose  ? 

So  far  as  our  knowledge  extends,  the  inequalities  of  the  earth's  surface  beneath  the  sea  are  similar  to 
those  above ;  and  the  conjecture,  therefore,  is  a  reasonable  one,  which  supposes  that  the  utmost  cavities  of 
the  sea,  do  not  exceed  the  loftiest  heights  above  it.  May  not  then  these  occupants  of  the  watery  world, 
like  those  of  earth  and  air,  be  guided  on  their  way  by  visible  objects?  For  without  such  guidance,  no 
animal,  man  not  excepted,  can  long  pursue  an  unvarying  course.  Instinct  niay  urge  the  animal  jchen  to 
move,  but  something  discernible  must  aid  its  way  through  the  deep  with  such  precision.  IS'or  is  it  at 
all  unreasonable  to  suppose  that,  by  a  wise  provision  of  nature,  their  organs  of  vision  are  as  well  adapted 
for  the  watery  element,  as  ours  are  for  the  aerial  one. 

These  large  whales  generally  spout  from  fifty  to  sixty  times  wheu  at  the  surihce,  and  the  spouts  appear 
at  intervals  of  about  fifteen  seconds,  though  when  the  whale  first  appears  they  are  rather  more  hurried 
than  afterwards ;  this  occupies  nearly  a  quarter  of  an  hour,  after  which  they  go  down,  and  stop  beneath  the 
sea  an  hour,  or  an  hour  and  a  half,  but  never  exceed  this  before  the}'  return  to  the  surface  again  for  the 
purpose  of  respiration.  Thus,  between  one-fourth  and  one-fifth  of  their  time  is  occupied  in  sustaining 
vitality,  by  breathing  atmospheric  air.  The  periods  of  time  passing  while  the  whale  is  in  the  dej^ths  below 
47 


370  TUE    WIND    AND    CUKKKNT    CIIAIITS. 

are  often  nicely  measnreil.  In  one  instance  the  writer  was  in  pursuit  of  a  whale  which  was  going  quite 
fast  nearly  a  day,  and  all  this  time  ho  never  stopped  beneath  the  surface  more  than  fifty-two  minutes,  nor' 
less  than  fifty;  he  spouted  no  more  tlian  iS  times  at  a  rising,  nor  less  than  46.  Ilis  other  movements  were 
equally  uniform. 

It  is  observed  that  whales  suspend  their  breath  longer  in  some  seas  than  in  others,  probably  because 
they  go  deeper  for  their  food.  Some  idea  may  be  given  of  the  depth  to  which  they  go,  by  stating  that 
when  harpooned  it  is  sometimes  necessary  to  connect  three  or  more  lines  together  to  prevent  them  from. 
escaping.  Each  of  these  lines  is  commonly  2'25  fathoms  long,  so  that  if  a  whale  take  from  boats  four  of 
these  lines,  there  is  attached  to  it  a  continued  line  nearly  a  statute  mile.  It  would  not,  however,  go  the  whole 
depth ;  but,  unless  the  descent  was  perpendicular,  the  whale's  course  would  describe  a  sort  of  curve,  and 
from  the  great  length  of  line  out,  and  pressure  of  the  sea  on  it,  the  whale  Avould  continue  to  take  line  from 
the  boats  until  it  reached  the  surface,  or  nearly  so.  When  in  this  condition  the  whale  appears,  it  is  generally 
found,  in  an  exhausted  state,  arising  principally,  it  may  be  supposed,  from  its  fright  and  struggles  to  get 
free,  though  some  conceive  it  to  be  produced  by  the  weight  of  the  vast  volume  of  water  that  must  have 
pressed  upon  it  while  in  the  sea  beneath.  But  this  latter  hypothesis  seems  rather  untenable;  for  though  the 
pressure  may  be  great,  yet  if  small  fry,  such  as  are  caught  from  an  hundred  fathoms  or  so,  can  bear  this 
pressure,  then  one  bulky  whale  is  not  likely  to  get  squeezed  beyond  endurance  in  the  deepest  cavern  of 
the  sea. 

Spermaceti  whales  are  rarely,  if  ever,  seen  on  soundings,  though  they  are  often  seen  and  taken  near 
land  ;  but  in  this  case  there  is  always  a  bold  shore  and  great  depth  of  sea. 

It  is  difficult  to  assign  a  reason  why  these  whales  are  so  partial  to  a  deep  sea,  when  all  other  kinds 
frequent  shallow  bays  and  harbors.  Cuttle  or  squid,  supposed  to  be  the  only  food  which  sperm  whales 
ever  eat,  are  often  found  in  shoal  water ;  there  is  however  a  species  of  this  fish,  the  exact  size  of  which  is 
not  known;  but  it  is  presumed  to  be  large,  as  whales,  in  the  agony  of  death,  frequently  eject  from  their 
stomachs  pieces  as  large  as  the  bulk  of  a  barrel,  and  these  in  large  quantities ;  so  that  the  assertion  of  the 
naturalists  that  the  whale,  though  the  largest  of  animals,  is  one  of  the  smallest  eaters,  is  untrue.  Large 
pieces  of  squid  are  often  seen  floating  on  the  sea,  which  whalers  consider  indicate  good  whale  ground. 

The  manner  in  which  they  take  their  food  is  rather  curious,  and  affords  a  singular  specimen  of  animal 
ingenuity.  While  the  whale  is  making  little  or  no  progress  through  the  sea,  its  capacious  mouth  is 
extended,  by  having  the  lower  jaw  dropped  down,  and  the  inside  being  white,  the  squid  dart  swiftly  in. 
Whales  are  often  seen  in  this  position,  and  it  is  known  that  squid  wdl  spring  at  white  and  shining  objects 
in  the  sea,  for  in  this  way  are  they  caught.  But  for  this  stratagem,  the  whale  might  seek  other  food  than 
the  squid ;  for  they  arc  extremely  active,  and  if  pursued,  could,  by  frequent  evolutions,  easily  evade  the 
pursuit  of  a  whale. 

The  general  color  of  this  species  of  whale  is  a  dark-bluish  gray,  though  some  have  large  and  irregular 
formed  spots  of  white  on  them.  .  The  exterior  surface  of  the  animal  is  a  thin  tender  substance  of  a  glass- 
like slickness,  which  is  easily  broken,  and  forms  what  anatomists  might  call  the  cuticle ;  beneath  this,  and 


LETI'EIIS   FROM    WHALEMEN.  371 

upou  the  blubber,  is  a  sliort,  soft,  furry  substance,  tbat  covers  the  -whole  whale.  The  blubber  is  of  various 
thicknesses  upon  dift'crcut  parts  of  the  body,  and  ma}-  average  about  9  inches,  though  this  depends  wholly 
on  the  size  of  the  whale.  Some  of  this  species  have  yielded  120  bbls.  of  oil,  and  as  this  comes  only  from 
the  head  and  blubber,  some  notion  may  be  formed  of  the  enormous  bulk  of  a  large  whale.  Such  a  mass 
of  animation  cannot  weigh  less  than  sixty  tons,  and  yet  tliis  animal,  by  all  odds  the  largest  that  now  exists, 
and  unquestionably  the  largest  that  ever  did  exist,  has,  by  a  love  of  the  marvellous,  been  greatly  magniiied. 
When  we  are  told  that  whales  have  been  found  to  measure  KiO  feet  in  length,  we  cannot  saj-,  tliat 

"Travellers  ne'er  did  lie."' 

That  they  are,  or  ever  have  been  formed  of  such  prodigious  length,  is  wholly  improbable;  that  sword-fish 
and  thrashers  attack  them,  is  equally  so.  But  lay  hyperbole  aside,  and  reduce  the  size  of  a  whale  to  flat 
reality,  and  it  is  then  certainlv  a  monster  to  excite  our  wonder. 

The  following  are  the  dimensions  and  admeasurement  of  a  large  sperm  whale  that  yielded  95  bbls.  of 
oil ;  and  it  may  be  asserted,  without  fear  of  contradiction,  that  the  description  of  one  which  makes  the 
dimensions  exceed  these  more  than  a  few  feet,  is  entitled  to  no  credence.  The  whole  length  of  the  whale, 
from  the  end  of  the  head  to  the  end  of  the  tail,  was  62  feet ;  circumference  at  the  largest  part  of  the  body 
32  feet;  head  20  feet  long,  under  jaw  10  feet  long,  and  contained  two  rows  of  teeth,  22  in  each  (the  u]>per 
jaw  has  seldom  any  teeth,  and  when  it  docs  the}^  are  very  small).  The  tail  was  6  feet  long  and  Ki  broad. 
The  head  usually  yields  about  one-third  part  of  the  whole  quantity  of  oil  produced.  The  tail  of  the  whale, 
like  that  of  all  the  cetaceous  tribe,  is  horizontal  to  the  body  :  and  when  wielded  as  it  is  by  a  great  number 
of  sinews,  some  of  which  are  as  large  as  a  man's  wrist,  forces  an  irresistil.)le  blow,  to  which  a  cedar  \\-hale- 
boat  forms  a  puny  shield.  The  tail  is  between  a  triangle  and  semihmar  form,  and  is  the  princijtal  organ 
for  impelling  the  whale  along.  The  two  pectoral  fins  serve  rather  to  guide  than  to  produce  its  motion. 
From  the  head  to  the  hump,  the  whale  approaches  to  a  circular  form ;  from  thence  the  body  terminates  in 
an  uneven  ridge  above  and  below,  and  diminishes  in  size  till,  at  tlie  junction  of  the  tail,  it  is  not  above  6 
feet  in  circumference;  this  hinder  part  of  the  body  measuring  much  more  vertically  than  horizontally. 
The  hump  is  a  protuberance  on  the  whale's  back  about  2  feet  high,  and  when  the  whale  is  swimming  along 
the  surface  this  is  seen  elevated  so  much  above  it.  Tlie  whale  has  no  external  ears,  but  two  small 
apertures  for  admission  of  sound ;  the  eyes  have  movable  lids,  and  are  between  three  and  four  inches  in 
diameter. 

In  comparison  Avith  the  males,  the  females  are  diminutive,  a  full-grown  one  of  the  latter  not  exceeding 
in  bulk  one-fourth  of  that  of  the  former,  and  seldom  making  more  than  20  bbls.  of  oil,  often  much  less. 
They  are  found  in  herds  together  with  their  cubs,  varying  in  numbers  from  fifteen  or  twenty,  to  above  an 
hundred;  among  them  are  some  scarcely  ten  feet  long.  The  writer  had  one  of  these  nursling  cubs  hoisted 
on  deck  whole,  which  measured  fourteen  feet  in  length,  and  yielded  no  more  than  20  gallons  of  oil.  This 
afforded  an  excellent  opportunity  of  examining  the  internal  structure  of  the  whale;  and  on  an  occasion  like 
this,  the  young  whaler  is  never  backward  in  doing  so;  as,  by  observing  the  position  of  the  seat  of  life,  he  is 


i572  THE    WrM)    AND    CUHUENT    ClIAUTS. 

enabled  afterward  to  point  liis  lanco  with  a  more  deadly  aim.  Tliougli  it  be  somewhat  perilous,  an 
encounter  Avith  one  of  these  immense  herds  is  a  whaler's  delight,  since  sometimes  no  less  than  eight  or  ten 
reward  the  adventurer's  exertions.  It  is  a  singular  fact  that  when  one  of  these  whales  is  harpooned,  though 
the  herd,  or  shoal,  as  it  is  coininonly  called,  be  separated  some  miles  apart,  it  is  instantly  perceived  by  the 
whole,  and  they  either  rush  with  great  velocity  towards  the  wounded  whale,  or  decamp  and  leave  it  to  its 
fate.  If  the  m hales  surround  the  wounded  one,  they  of  each  boat  may  select  one  of  them  for  themselves; 
and  when  they  are  killed,  to  prevent  their  being  lost  (for  as  they  are  near  the  specific  gravity  of  the  sea, 
but  a  small  portii;in  of  their  bodies  remain  above  it),  a  hole  is  cut  in  each  whale,  and  a  pole  some  15  feet 
long,  with  a  small  flag  affixed  to  its  u]iper  ends,  is  placed  vertically  therein.  This  done,  the  boats  may  go 
in  pursuit  of  more,  as  there  is  now  no  danger  of  their  being  lost,  and  they  may  be  taken  alongside  the  ship 
at  leisure.  But  it  often  happens,  when  a  whale  is  "struck"  in  one  of  these  large  bands,  that  the  others  all 
seek  safety  in  flight,  and  then  the  Avhalers  must  content  themselves  with  slivi  fares. 

Either  a  whale's  sense  of  hearing  must  be  singularly  acute,  or  else  its  vision  is  very  powerful  in  a 
clear  aciueous  medium,  for  by  one  of  these  senses  it  is  enabled  to  ascertain,  a  long  way  off,  when  another 
whale  is  attacked.  "Water,  it  is  said,  on  account  of  its  density,  has  the  cpaality  of  propagating  sound  fiirther 
than  the  rarity  of  the  air  will  admit  it ;  though  it  has  only  been  ascertained  that  sound  can  be  transmitted 
far  over  water,  not  thmiii/Ji  it. 

When  unmolested,  the  velocity  of  whales  is  not  often  more  than  three  miles  per  hour,  though  when 
alarmed  and  closely  pursued,  they  are  capable  of  swimming  at  the  rate  of  ten  miles  per  hour;  but  they 
never  go  long  at  this  pace  before  it  diminishes  to  four  or  five.  On  receiving  a  wound  in  the  vitals,  they 
spout  out  amazing  rpiantities  of  blood,  so  as  to  color  the  ocean  for  many  yards  around.  Instances  are 
common,  uotAvithstanding  their  mighty  strength  and  size,  of  whales  expiring  in  a  moment  after  receiving 
their  death-wound.  Sometimes,  in  apparent  fright,  they  use  every  effort  to  escape  from  their  merciless 
assailants,  and  not  unfrequently,  in  plunging  into  the  depths  of  the  sea  and  drawing  all  the  lines  from  the 
boats,  succeed  in  doing  so. 

"When  a  whale  is  taking  line  from  a  boat,  the  utmost  eare  is  taken  that  it  runs  clear,  as,  should  it  be- 
come entangled  and  not  instantly  cut,  the  boat,  and  all  it  contains,  would  at  once  be  drawn  beneath  the  sea. 
IVIany  fatal  accidents  have  occurred  to  whalers  from  being  themselves  entangled  in  the  line,  drawn  from  the 
boats,  and  seen  no  more.  In  order  for  the  whale  to  get  no  more  line  than  is  absolutely  necessary,  a  strong- 
piece  of  wood,  called  a  loggerliaul,  is  firmly  fixed  near  the  boat's  stern;  round  this  a  turn  or  two  of  the  line 
is  taken,  and  it  flies  so  swiftly  round,  that  its  friction  would  set  the  loggerhead  on  fire,  if  water  were  not 
occasionally  thrown  on  the  line. 

Whales  when  attacked  are  generally  passive,  suffering  the  boat  to  approach,  and  the  harpoons  and 
lances  to  pierce  their  huge  bodies  without  making  a  show  of  resistance,  though  serious  accidents  often  hap- 
pen, merely  from  the  spontaneous  movements  of  a  wounded  whale. 

Boats  in  this  way  are  often  so  badly  stoveu  as  to  be  rendered  totally  useless,  and  are  abandoned  on  the 
sea.     But  tliey  are  not  all  thus  unresisting;  occasionally,  a  large  warrior  whale  is  encountered,  which  proves 


LETTERS   FROM   ^\■UAI,EMEX.  373 

himself  a  f'orniidaUc  and  dangerous  antagonist;  tliat,  with  a  single  blow  of  liis  ponderous  tail,  severs  the 
1  boat  from  wliicli  lie  is  assaulted  (juite  into  halves,  often  to  the  destruction  of  part  of  its  crew.  But  the 
terrible  jaw  of  such  a  whale,  set  with  a  couple  of  score  of  large  pointed  teeth,  constitutes  ins  chief  arm  of 
defence,  and  woe  to  the  thing  in  the  shape  of  a  man  or  boat  with  which  it  comes  in  contact. 

2saturalists,  in  their  closets,  often  make  ridiculous  mistakes  in  describing  animals  that  are  found  in 

regions  where  they  ucver  venture  themselves.    Thus  of  the and  whale.    "  Both  want  Ivdli  for  chewing, 

i  and  are  obliged  to  live  on  insects."'  Again:  "Tlio  whale  pursues  no  other  animal;  leads  an  inofieusive  life; 
iind  is  liarmless  in  proportion  to  his  streugih  to  do  mischief."     {^Ooldsiiiltli's  Nulnntl  Il/'itori/.) 

Sperm  Avhales  arc  not  so  gentle  ;  the  large  males  often  encounter  each  other  so  furiously  as  to  break 
off  many  of  their  teeth  Avhen  the  jaws  come  in  contact;  and  they  have  been  taken  with  their  jaws  broken. 
Instead  of  fleeing,  a  warrior  of  this  mettle  resolutely  maintains  his  ground,  and  even  in  turn  becomes  the 
assailant,  chewing  in  pieces  every  boat  that  approaches  him.  These  desperate  whales,  after  much  hard 
fighting  and  imminent  danger,  are  sometimes  conquered;  but  so  obstinately  and  so  successfully  have  they 
been  known  to  defend  tliemselves,  that  instances  are  on  record,  Avliere  all  the  Ijoats  of  a  ship,  save  one,  to 
convey  the  drenched  crews  back,  have  been  chewed  into  atoms,  and  tlie  whales  themselves,  after  defying  all 
the  resources  of  art,  and  disdaining  to  flee,  have  been  left  in  full  possession  of  the  field  of  battle.  We  have 
heard  of  more  t^:an  one  case,  where,  as  a  last  resort,  the  sliip  herself  has  been  run  alongside  of  a  whale  like  this, 
and  while  passing  by,  lances  were  so  skilfully  thrown,  that  he  ultimately  died  of  his  wounds,  and  became  at 
last  a  prey  to  his  captors.  But  an  attack  in  this  way  is  certainly  hazardous,  as  all  will  agree  who  remem- 
ber the  fate  of  the  wlude-ship  Essex.* 

The  sperm  whale  is  remarkable  for  yielding  the  unctuous  substance,  whence  comes  its  name:  and  it  is 
also  remarkable  for  producing  ambergris;  tlie  bowels  of  a  sperm  whale  forming  the  only  situation  where 
this  singular  fi'agrant  substance  is  generated.  "Whether  its  existence  is  a  cause  of,  or  the  effect  of  disease, 
is  not  3'et  known;  it  rarely  occurs,  not  perhaps  in  one  whale  out  of  a  thousand. 

They  seem  to  be  more  migratorv  in  their  hal/its  than  other  whales,  oecun-ing  in  ever}-  parallel  of  lati- 
t\ide  between  the  two  polar  seas,  down  to  an  cquatcirial  one;  though  geueralh^  preferring  the  deep  l)]iie  sea 
that  indicates  unfathomable  depths. 

As  they  are  thus  widely  scattered,  they  are  searched  for  in  almost  every  sea,  however  remote;  and 
hence  it  often  occurs,  in  voyages  of  3  or  4  years'  duration,  that  ships,  before  completing  their  cargoes,  entirely 
circumnavigate  the  globe.  They  are  occasionally  seen  in  the  Atlantic  and  Indian  Oceans;  but  are  found 
in  greater  abundance  in  the  Pacific,  where  they  are  seen  at  times  in  fixvorite  spots,  scattered  over  the  whole 
extent  of  this  great  sea.  When,  half  a  century  ago,  our  ships  first  ventured  into  the  Pacific  in  quest  of  sperm 
whales,  the  coasts  of  Chili  and  Peru  abounded  in  them  ;  and  our  hardy  pioneers  in  this  daring  occupation, 
were  there  enabled  to  fill  their  ships,  without  the  necessity  of  penetrating  farther.     But  the  whaling  fleet 


'■'  Tliis  sliip  WHS  ,Ttt;ick('(l  nml  annk  by  a  ivliale;  the  mate  and  part  of  the  crew,  who  took  to  their  boats,  were  liroiight  liome  from 
tlie  Cape  of  Good  Hope  in  the  l'.  S.  .sliip  Vinccnnes  in  1820,  in  which  ship  I  was  then  serving  as  midshipman.  —  M. 


374  TIIK    WIND    AND    CUERENT    CHARTS. 

increased  extensively;  the  persecuted  whales  were  in  a  measure  killed  and  driven  from  their  haunts;  so  that  i 
later  voyagers,  to  insure  success,  have  been  compelled  to  push  their  adventures  into  still  farther  and  com- 
paratively unknown  seas.  One  unexplored  track  after  another  has  been  traversed,  until  it  may  now  be 
said  that,  from  Chili  to  New  Holland,  from  California  to  the  Japan  Isles,  and  China  Sea,  with  the  whole  in- 
termediate space — in  a  word,  over  a  square  expanse  comprehending  above  eighty  degrees  of  latitude,  and 
more  than  one  hundred  of  longitude,  there  is  scarce  a  spot  of  any  extent  but  what  has  been  furrowed  by 
the  keels  of  a  whaler,  and  been  a  place  of  privation  to  her  enduring  crew. 

Zoologists  have  classed  these  animals,  as  well  as  the  sporting  tribe,  among  fishes,  distinguishing  them 
by  cetaceous  order,  comprehending  a  variety  of  species.  But  on  an  examination  of  their  structure  and  func- 
tions, the  impropriety  of  this  classification  is  manifest ;  and  the  inspector  is  at  once  convinced  of  their  being 
far  removed,  or  in  fact  wholly  distinct  from  any  species  of  fish.  They  have  many  analogies  with  the  larger 
land  animals,  having,  in  common  with  them,  warm  red  blood  flowing  through  the  system,  though  a  certain 
modern  philosopher  has  asserted  to  the  contrary ;  Robert  D.  Owen,  in  one  of  his  published  letters,  while  in 
America,  skeptically  comparing  his  situation  in  a  stage-coach  to  that  of  Jonah  in  the  whale's  belly,  asserted 
that  the  whale  was  a  "cold-blooded  animal." 

They  have  a  heart,  with  auricles  and  ventricles  through  wliicli  this  fluid  is  jiropelled;  they  have  lungs, 
together  with  all  the  functions  for  breathing  atmospheric  air,  and  they  can  only  suspend  this  breathing  for 
an  hour  or  two  at  a  time.  Being  entire  tenants  of  the  deep,  and  having  organs  for  propelling  them  through 
it,  are  the  only  fishdike  qualities  they  possess.  They  seem  to  form  a  sort  of  intermediate  and  connecting 
link  between  absolute  beasis,  and  their  more  near  submarine  neighbors. 

It  is  highly  creditable  to  the  spirited  and  enterprising  individuals,  who  have  put  forth  their  capital  in 
ships,  destined  to  traverse  the  deep  in  quest  of  these  oily  monsters,  that  they  have  become  so  numerous  as 
to  form  a  large  and  important  portion  of  our  navigation ;  and  this,  without  ever  receiving,  without  ever 
needing  legislative  encoirragement.  A  computation  roughly  made,  shows  that  we  have  now  whale-ships 
enough,  if  placed  in  a  direct  line,  equidistant,  and  just  in  sight  of  each  other,  to  form  a  continued  fleet,  that 
might  reach  more  than  half-way  around  the  globe.  The  wealth  drawn  out  of  the  deep,  and  conveyed  by 
them  annually  to  the  shores  of  America,  is  immense.  But  aside  from  contributing  thus  largely  towards  our 
national  wealth,  no  small  degree  of  honest  pride  arises  from  the  knowledge  that  no  nation  can  rival  us  in 
this  perilous  branch  of  industry.  The  English  have,  it  is  true,  been  for  many  years  engaged  in  it,  and  with 
partial  success,  but  the  immense  amount  of  bounty  paid  Ijy  their  government  to  encourage  the  establi.shmeut 
of  one  branch  of  whaling  alone,  shows  how  reluctantly  they  have  been  drawn  into  it,  and  fully  justifies  us 
in  saying  that,  in  this  pursuit,  as  in  others  that  call  forth  daring  energy.  Old  England  must  yield  the  palm 
to  Xew  Eiujland  adventurers. 

From  the  conmieucement  of  the  whaling  career  of  the  English  in  the  northern  seas,  down  to  the  year 
178(3,  that  government  had  paid  bounty  therefor,  amounting  to  <£1,26G,000,  a  fraction  or  so  of  the  national 
debt.  To  insure  success  in  their  whaling  operations  in  the  South  Seas,  the  English,  as  well  as  their  neigh- 
bors across  the  Channel,  have  not  scrupled  to  secure  for  their  ships,  masters,  and  other  chief  conductors  of 


LK'lTEKri    FKOM    WHALEMKX.  375 

Iwhaling  voyages,  from  the  young  country  that  first  led  the  way  beyond  the  two  fellow  capes,  in  tliis  great 
I  marine  enterprise.  So  liberal,  in  fact,  wore  tlie  inducements  held  forth,  that  merchants  as  well  as  seamen 
I  removed  from  our  own  to  their  countries,  invested  tlieir  funds,  and  became  actively  engaged  in  this  venture- 
some pursuit.  So  far  as  we  know,  a  dctaili'd  description  of  the  manner  of  capturing,  cutting  in,  and  tryiu" 
it  a  whale,  has  never  been  given.    Tlic  following  may,  tlierefore,  supjily  the  place  of  a  better  one. 

It  may  first  be  mentioned,  that  when  a  whale-sliij)  leaves  her  port,  a  man  is  stationed  iii  tlic  top-gallant 
crosstrees  of  each  mast  to  look  out  for  whales,  and  the  mastheads  are  kept  manned  from  daylight  until 
sunset,  during  all  weather  that  admits  boats  to  leave  their  ship,  from  tin;  time  of  her  leaving  home  until 
her  cargo  is  completed,  or  the  voyage  terminates;  the  ship's  company  standing  watch  aloft  by  turns  of  two 
hours  each.  When  the  spout  of  a  whale  is  descried,  the  discoverer  immediately  makes  it  known  by  tlie 
welcome,  and,  on  board  of  a  whaler,  the  well-known  exclamation  of  "There  she  blows!''  which  is  repeated 
often,  as  the  spout  appears  in  view;  and  though  it  should  be  so  far  off  as  to  be  but  ju.st  di-sceruible,  3'et,  by 
its  peculiar  formation,  as  well  as  by  the  number  of  times  and  regularity  with  which  it  appears,  the  expe- 
rienced eye  of  a  practical  whaler  can  distinguish  at  once  from  what  species  of  whale  the  spout  proceeds. 
II'  it  be  a  sperm  whale,  and  not  to  windward,  the  ship  is  instantly  headed  for  it,  and  all  sail  made  in  pursuit. 
After  some  few  preliminary  observations,  such  as  noting  time  by  watch,  and  with  a  spyglass  tracing  the 
animal's  way  through  the  sea,  its  course  and  rate  of  going  are  ascertained,  and  it  now  may  be  calculated  for 
with  tolerable  precision. 

The  ship  is  usually  run  within  a  half  mile  or  so  of  the  spot  where  the  whale  is  expected  to  appear, 
when  it  rises  to  the  surfice;  and  liy  having  the  courses  hauled  up,  and  one  of  the  larger  topsails  hove  back, 
she  there  remains  nearly  stationary.  The  boats  are  now  sent  olT,  and  are  rowed  in  difYerent  directions,  so 
that,  if  the  whale  is  not  going  fast,  at  least  one  of  the  boats  is  nearly  sure  of  being  near  him  when  he  rises  ; 
or,  should  he  chance  to  come  up  a  mile  from  the  boats,  they  can  generally  reach  him  before  he  has  his  .spout- 
ings  out ;  as  this  occupies  some  fifteen  minutes,  and  the  boats  may  be  rowed  at  the  rate  of  six  miles  an  hour, 
even  over  quite  a  rough  sea.  If  the  whale  be  slow  in  his  movements,  the  boat's  crews  have  nothing  to 
do,  while  waiting  for  it  to  appear,  but  to  lay  upon  their  oars ;  and  as  the  time  draws  nigh,  eager  eyes  scan 
all  portions  of  the  sea  around,  to  catch  the  first  glimpse  of  a  rising  spout.  But  if  there  happen  to  be  much 
swell,  from  the  depre.ssed  condition  of  the  boats,  being  often  in  a  cavity  between  waves  that  entirely  obstruct 
the  vision,  it  is  difficult  to  discern  a  spoilt  fi^om  boats  beyond  a  limited  distance ;  in  this  case,  the  main 
dependence  is  placed  on  the  man  at  the  ship's  masthead,  who,  as  soon  as  he  sees  the  whale,  runs  up  a  signal 
and  points  out  its  direction.  This  creates  a  scrand^le  among  the  crews,  as  there  is  generally  no  small  share 
of  rivalry  existing  among  them,  and  all  strain  every  nerve  with  the  view  of  being  the  first  who  approach 
and  have  the  honor  of  first  implanting  their  harpoons  in  the  whale;  but  as  the  boat  which  is  more  favored 
by  chance,  or  happens  to  outrow  the  others,  gets  within  a  few  yards  of  him,  the  contested  race  is  given  up, 
and  the  sternmost  crews  cease  rowing,  and  silently  await  the  issue  of  the  first  conflict.  Sometimes  boats 
approach  a  whale,  as  their  situations  chance  to  be,  by  rowing  up  towards  the  head,  and  get  to  the  pervious 
part  of  its  body  in  this  way ;  at  other  times  they  proceed  direct  to  its  side,  but  generally  the  most  approved 


376  THE  WIND  AND  CURRENT  CHARTS. 

way  is  to  row  up  from  behind,  aud,  if  necessary,  make  a  circuitous  route  to  do  so.  The  approach  of  a  boat 
often,  alarms  a  whale,  when  he  dives  beneath  the  sea  and  suffers  it  to  come  near  him  no  more ;  but  more 
commonly,  and  especially  on  new  grounds,  where  they  have  been  but  little  disturbed,  there  is  no  difficulty 
in  placing  boats  suflicicntly  near  whales  as  to  leave  them  in  the  attacker's  power.  It  is  probable,  however, 
that  boats  seldom  arrive  near  whales  witliout  their  knowledge,  such  only  making  efforts  to  escape  as  have 
learned  to  regard  them  as  enemies  by  having  become  acquainted  with  the  missive  weapons  thrown  there- 
from. The  harpooner  rows  at  his  oar  until  the  boat  gets  nearly  "  within  dart,"  when  he  is  called  up  by 
the  officer  who  steers  and  controls  the  boat ;  and  when  within  a  few  feet  of  the  whale,  the  progress  of  the 
boat  is  checked  as  much  as  possible,  by  strokes  of  the  oars.  The  liarpooner  now  darts  his  two  harpoons, 
which  pass  through  the  blubber  and  enter  the  fleshy  mass  that  incloses  the  bones  of  this  great  animal;  and 
these  keen  instruments  coming  in  quick  succession  often  give  to  the  affrighted  whale  the  first  intimation 
of  impending  danger.  This  is  always  a  moment  of  peril  to  the  assailants,  and,  therefore,  one  of  anxiety 
to  the  lookers  on ;  as  some  fearful  accident  might  proceed  from  the  convulsive  motions  of  the  wounded 
whale,  other  boats  promptly  row  up  to  assist  the  first.  The  skill  aud  activity  of  every  one  are  now  in 
requisition,  lest  the  yet  slippery  and  valuable  jirize  should  by  some  means  escape  before  receiving  his  death- 
wound.  If,  as  often  happens,  a  boat  is  badly  stoven  in  the  first  outset,  another  takes  in  the  immersed  crew 
and  tows  the  stoven  boat  to  the  ship,  while  others  make  a  fresh  and  combined  attack  on  the  whale,  which 
may  now  be  rolling  in  the  ocean  foam,  that  his  own  struggles  have  produced,  or,  perhajis,  rearing  its 
mighty  tail  in  the  air,  and  drawing  it  down  on  the  sea  with  such  force  as  to  make  it  resound  to  a  great 
distance. 

Soon  as  a  boat  is  attached  to  a  whale,  the  officer  in  charge  exchanges  situations  with  the  harpooner  or 
boat-steerer,  as  he  is  more  generally  called,  the  latter  now  steering  the  boat  while  the  former  goes  forward 
and  plies  his  lance,  taking  care  to  poise  it  well  before  throwing  it,  and  to  aim  it  always  so  that  some 
portion  of  the  whale's  vitals  shall  be  pierced.  Copious  emissions  of  blood  then  gush  from  the  sjjout-hole, 
rise  up  a  few  feet,  and  fall  into  the  sea,  dyeing  it  with  the  crimson  fluid  wherever  the  animal  pursues  its 
way.  Where  a  whale  has  fairly  received  its  death-wound  there  is  but  a  small  chance  for  escape,  as  it 
seldom  lives  above  an  hour  or  so  afterwards.  When  dead,  a  hole  is  cut  in  the  head  or  tail,  through  which 
a  rope  is  rove,  aud  if  the  ship  is  to  the  leeward  the  boats  tow  the  whale  towards  her ;  but  if  the  ship  be  to 
the  windward,  this  labor  is  saved,  as  she  then  runs  down  within  a  short  distance  of  the  whale,  where  the 
foretopsail  is  hove  aback,  the  whale  is  hauled  alongside,  aud  a  cable  of  rope  or  chain  put  round  its  tail. 
Preparations  are  now  made  for  cutting  in  the  blubber  and  other  oily  portions  of  the  whale. 

This  is  a  laborious  process,  which,  for  a  large  sperm  whale,  requires  the  principal  part  of  a  day  to  com- 
plete. The  cutting  operation  is  performed  from  stages  suspended  over  the  .ship's  side ;  the  cutters  being 
provided  with  sharp  instruments  for  the  purpose,  called  spades;  these  have  a  razor -like  edge  of  fine  steel, 
and  are  affixed  to  poles  of  convenient  length.  To  make  a  beginning,  a  small  hole  is  cut  first  in  the  blubber 
near  the  head,  and  into  this  is  placed  a  blubber-hook,  to  which  is  attached  one  of  the  two  large  tackles  em- 
ployed in  hoisting  in  the  blubber,  and  by  means  of  the  windlass  a  piece  of  blubber  about  six  feet  in  width. 


LICTTKHS    VHOV    Wll  A  I,KMKX.  377 

is  tlius  raised  up  to  tlu;  sliip's  side.     As  tins  goes  aloi'l,  the  wlialo  rolls  over  and  over,  tlic  blubber  [jeeling 

'"!:■  off  rapidly  as  it  rolls;  and  as  tlie  cuts  are  made  not  ipiito  oireularly  round,  but  in  a  direction  somewliat 

c™  obliquely  towards  tin;  tail,  the  whole  blubber  comes  oil' the  whale  in  one  continued  piece,  being  stripped  oft' 

in  the  spiral  way  from  head  to  tail.     Willi  the  aid  of  the  windlass,  this  piece  of  blubber  is  heaved  some 

thirty  feet  above  the  deck,  when  the  lower  block  of  the  tackle  meets  the  up}>er  one,  wdiieh  is  suspended 

from  the  main  masthead;  a  second  tackle  then  relieves  the  first,  having  a  strap  of  the  block  inserted  through 

and  secured  to  the  blubber  near  the  deck;  just  above  tliis  block  the  blubber  is  cut  off;  the  [licco  separated 

.Lj  forming  what  is  termed  a  blanket  piece ;  this  is  lowered  into  the  blubbcr-roo/ii,  which  is  that  portion  of  the 

M  ship  between  decks,  directly  abreast  and  beneath  the  main  hatches ;   another  piece  goes  up  to  the  same 

:l   height  as  the  first,  and  is  in  the  same  manner  cut  off  and  lowered  into  the  blubber-room,  and  so  on  till  all 

n    the  blubber  is  taken  from  the  Avhale,  five  or  six  of  these  pieces  commonly  taking  the  whole.     The  carcass  is 

then  abandoned  to  the  ravenous  shaidcs  and  hungry  birds  that  surround  a  ship  on  these  occasions.     The 

carcass  sometimes  floats,  but  most  commonly  sinks. 

While  the  whale  is  being  rolled,  the  head  is  cut  ofl';  and  it  remains  alongside  secured  by  a  strong  ro])C 
till  the  blubber  is  hoisted  in. 

Small  w'hales'  heads  are  heaved  on  deck  whole,  but  the  immense  weight  of  a  large  one  renders  it  im- 
practicable; it  is  therefore  necessary  to  divide  it.  Both  tackles  are  firmly  hooked  to  a  portion  of  the  head 
denominated  the  junk,  and  this  when  cut  ofl"  requires  the  united  strength  of  the  whole  ship's  crew  at  the 
windlass  to  heave  it  high  enough  to  reach  the  deck,  a  large  one  weighing  at  least  between  five  and  six  tons. 
The  last  and  most  remarkable  portion  of  the  whale  remains  yet  to  be  hoisted  in.  This  is  what  whalers 
term  the  case  ;  it  is  a  body  of  fluid  head  matter  that  often  amounts  to  twelve  or  fourteen  barrels,  which,  when 
removed  from  the  head,  leaves  a  large  tubular  cavity  that  runs  longitudinally  its  wdiole  length.  It  is  in- 
closed by  a  cartilaginous  substance  that  yields  no  oil,  and  this  again  has  an  outer  covering  wdiich  is  of  an 
intermediate  nature  between  blubber  and  a  singular  part  of  the  whale  called  ivkitehorse,  which  contains  no 
oily  matter,  and  is  impervious  to  all  but  the  keenest  instruments — a  canuiju-ball  would  hardly  penetrate  it. 
The  part  containing  the  case  is  also  too  unwieldy  to  be  taken  in  whole,  and  to  subdivide  it  would  cause  a 
loss,  as  much  thin  oil  would  escape  ;  hence  it  is  necessary  to  raise  it  with  the  cutting  apparatus  perpendi- 
cularly up  the  ship's  side,  with  its  lower  end  remaining  in  and  supported  by  the  sea.  A  perforation  is 
then  made  in  the  upper  end  with  a  spade,  and  into  this  a  bucket  is  placed  which  requires  to  be  pushed 
down  with  a  pole  in  order  to  tear  away  the  tender  membranous  filaments  that  oppose  its  way;  the  bucket 
is  then  filled  with  oil,  and  by  means  of  a  pulley  is  hoisted  uj)  and  emptied  into  a  receiver.  In  this  way  ten 
or  twelve  barrels  of  the  oily  liquid  are  obtained  from  every  whale  of  a  large  size.  It  is  necessary  that  this 
oil  should  pass  through  the  pots  and  be  heated  to  prevent  its  becoming  rancid,  though  it  may  be  men- 
tioned that  while  fresh  it  is  perfectly  sweet,  and  like  other  animal  fats  only  becomes  rancid  through  age. 
"While  fresh,  it  may  be  and  is  sometimes  used  on  board  shi[)  for  culinary  purposes.  A  certain  species  of 
Yankee  food  called  doughnuts,  fried  in  fresh  oil,  occasionally  adds  variety  to  the  homely  and  too  often 
scanty  board  of  the  whaler.  Next  to  the  case,  the  junk  contains,  in  proportion  to  its  bulk,  the  largest 
48 


378  TUK  WIND  AND  CUKRENT  CHARTS. 


quantity  of  oily  matter;  mucb  of  it  yieiJing  its  o"\vn  bulk  in  oil ;  and  wliilc  it  is  being  cut  into  smaller  pieces, 
the  oil  exudes  so  copiously  that  it  is  necessary  to  stop  up  the  scuppers,  and  bail  it  from  time  to  time  off 
deck.  The  blubber  between  decks  is  cut  into  small  pieces  so  as  to  be  conveniently  transferable;  these  are 
called  horse 2)ieres,  and  in  this  form  the  blubber  passes  through  the  mincing  operation.  This  is  performed  by 
drawing  a  long  knife  across  or  nearly  through  the  pieces,  cutting  down  portions  from  a  half  to  three  quarters 
of  an  inch  thick;  these  are  not  entirely  severed,  but  for  the  convenience  of  removal  are  kept  hanging 
together  somewhat  after  the  manner  of  book  leaves. 

In  this  state  the  blubber  is  ready  for  the  try-pots,  into  which  it  is  transferred  with  a  fork  or  pike  con- 
structed for  the  purpose.  A  hot  fire  is  kept  up  under  the  pots,  and  in  an  hour  or  less  a  pot  full  of  blubber 
has  all  the  oil  fried  out ;  "the  scraps,"  are  then  skimmed  off;  more  blubber  is  put  into  the  pots  and  a  sufii- 
cient  c|uantity  of  oil  is  boiled  therefrom. 

The  oil  boiled  ofl'  is  poured  into  a  copper  cooler,  and  fr<un  thence  it  runs  through  a  cock  into  a  second 
cooler,  and  from  this  is  bailed  into  casks  which  are  jjlaccd  about  deck,  and  when  the  oil  is  perfectly  cool, 
the  casks  arc  coopered  and  stowed  away  into  the  hold. 

If  the  weather  is  fair  and  the  sea  smooth,  a  large  whale  may  be  fried  out  in  about  36  hours,  which  gives 
an  average  of  from  2  to  3  barrels  an  hour;  and  if  the  whale  be  uncommonly  flit,  the  oil  can  be  extracted 
proportionably  faster. 

The  scraps,  it  may  be  stated,  form  a  sufficient  quantity  of  fuel  for  continuing  the  frying  process ;  this 
goes  on  night  and  day,  the  ship's  company  being  divided  into  two  watches  who  perform  duty  alternately. 

It  is  somewhat  remarkable  that,  in  this  age  of  invention,  there  has  been  no  new  method  devised  for 
capturing  whales ;  nor  any  improvement  made  on  the  old  one,  nor  yet  on  the  simple  instruments  used 
against  them. 

The  plain  harpoon  employed  by  the  early  whalers,  is  still  in  use,  although  there  have  been  various 
modifications  of  this  form ;  such  as  harpoons  with  one  flue,  those  with  joints,  others  barbed,  &c.  &c.  But 
these  have  all  had  their  day,  and  given  way  to  the  jilain  primitive  harpoon. 

There  have  indeed  been  some  curious,  but  theoretical  rather  than  practical,  machines  constructed  for 
sliooting  whales,  and  also  fanciful  contrivances  designed  to  explode  in  the  animal,  and  blow  it  up.  But 
nothing  has  yet  been  fabricated  for  sending  a  harpoon,  that  is  at  all  comparable  to  a  pair  of  nervous  and 
dexterous  arms,  more  especially  if  these  happen  to  belong  to  a  stout  heart.  That,  however,  a  portable 
piece  of  mechainsm  can  be  put  together  which  will  fully  answer  the  end  of  throwing  the  missive  weapon, 
and  destroying  the  whale  with  less  risk  of  human  life  than  the  means  now  employed,  is  undoubtedly  within 
the  bounds  of  possibility.  The  chief  difficulty,  however,  seems  to  be  that  of  constructing  an  engine  of  this 
sort,  which  shall  possess  sufficient  projectile  force  to  enable  the  shooter  to  remain  secure  in  the  distance, 
and  yet  lie  of  diminished  size  and  weight,  so  as  not  to  occupy  much  space,  nor  add  materially  to  the  weight 
of  a  boat. 

Whaleboats  are  necessarily  nutshells  of  ffibrics,  there  being  not  a  board  in  one,  from  the  keel  to  the 
gunwale,  that  measures  one  half  inch  in  thickness,  and  this  of  the  lightest  material. 


LETTERS   FUmi    WHALEMEN.  379 

From  Cupt.  Croclrr  lo  Lkut.  JA  /"'.  ^franj. 

If  tlic  fulluwiug  will  bo  ol'  any  use  to  you,  it  is  bcartily  at  your  service ;  if  uot,  1  trust  your  fire  burns 
brightl^^,  aud  I  know  that  your  patience  has  been  already  proved. 

For  being  so  backward  in  furnishing  my  mite  to  your  stock  of  materials,  1  have  need  to  apologize,  as, 
at  this  late  period  to  have  just  become  acquainted  with  "Maury's"  indcQitigable  labors,  and  their  si)leudid 
result,  is  a  disgrace  to  all  American  shipmasters.  • 

la  1848,  I  returned  from  a  long  whaling  voyage,  and  in  a  few  days  after,  started  again  u])on  another; 
and  during  the  interval,  obtained  but  a  very  imperfect  knowledge  of  the  uses  to  which  the  abstract  log,  I 
was  requested  to  keep,  would  be  applied.  I  kept  it,  however,  in  an  imperfect  manner  (though  it  was  correct 
as  far  as  it  went),  aud  on  my  return,  duly  forwarded  it  (^from  ship  Mary  Edgarton,  arrived  Nov.  1851). 
My  avocations  since  that  time  have  excluded  me  from  all  knowledge  of  nautical  affairs  until  within  the 
last  few  mouths,  when  I  took  the  ship  Massachusetts,  merchant  ship,  from  New  York  to  Europe ;  this 
opened  the  way  to  a  more  perfect  knowledge  of  your  surprising  discoveries,  and  made  me  desire  to  furnish 
my  mite  in  return  for  the  many  benefits  I  am  sure  to  receive,  now  that  I  am  again  "doing  business  upon 
the  mighty  waters." 

The  sickness  and  death  of  a  beloved  wife  during  the  passage  out,  and  the  sinking  of  my  ship  on  my 
attempted  return,  will,  I  conceive,  be  my  excuse  for  neglecting  what  I  hold  to  be  the  duty  of  every  ship- 
master under  ordinary  circumstances,  viz :  to  furnish  a  complete  abstract  of  all  that  occurs  during  a 
voyage.     I  intend  in  this  to  give  you  some  account  of  the  two  whaling  voyages  before  mentioned. 

In  Nov.  1845,  I  sailed  from  New  Bedford  in  Capt.  ^[cKenzie's  old  ship,  the  Minerva  Smith,  for  South 
Georgia,  the  large  island  west  of  Cape  Horn,  in  search  of  right  whales.  ^Vc  arrived  there  in  January,  and 
found  but  0)ie,  though  we  stayed  there  a  month — but  we  found  there,  in  great  plenty,  a  kind  of  whale  differ- 
ent from  any  I  ever  saw  before,  and  resembling,  somewhat,  the  kind  called  "  bowheads,"  by  your  corre- 
spondents ;  they  were  very  large  (would  make  two  hundred  bbls.),  very  smooth,  and  black,  and  very  wild. 
They  had  a  small  hump,  which  appeared  only  when  "  turning  flukes."  We  could  not  take  one — for,  three 
days  before  we  aiTived  at  the  island,  we  were  sailing  through  countless  numbers  of  humpback  ;  near  the 
land,  we  saw  very  many  ice  islands,  which  drifted  slowly  towards  the  N.  E.  I  also  saw  one  very  large 
sperm  whale.  We  were  twenty  days,  in  March,  1846,  beating  westward  into  the  track  of  ships  bound  round 
the  cape. 

During  the  months  of  July,  August,  and  September,  1846, 1  was  cruising  in  the  Kamtschatka  Sea,  in  a 
space  not  more  than  ninety  miles  square,  the  centre  of  which  would  have  been  the  Island  of  Preobragima,(?) 

did  it  exist ;  but  it  does  not,  at  least  near  the  latitude  and  longitude  where  laid  down,  viz :  hit. ,  long. . 

During  that  time  I  saw  no  ship  (they  were  on  the  Kamtschatka  shore  that  year),  but  plenty  of  whales, 
such  as  they  ivere.  We  took  ten  of  them,  which  made  us  only  five  hundred  barrels,  thus  averaging  only  fifty 
banels  a  piece — they  were  all  young  ivhales ;  for  the  blubber  was  thin,  fine-grained,  and  full  of  water,  and 
the  bone  also  was  thin  and  short.     There  u-cre  tio  full-grown  whales  there  ;  this  appears  to  me  a  singular  cir- 


380  T7IE   WIND   AND   CURRENT   CHARTS. 

cumstance.  Do  the  young  right  whales  separate  from  the  old  at  a  certain  age?  and  is  it  to  get  differeai 
food  ?  The  space  they  occupied  was  not  inore  than  sixty  miles  square — outside  of  that  space  none  were  ■> 
seen.  They  left  in  September,  moving  suddenly  to  the  southward,  where  I  did  not  fblloAV  them.  InBi 
October,  we  reconnoitred  at  the  Bouiu  Islands,  and  then  proceeded  to  cruise  heiween  seasons,  off  the  Island  | 
of  Morty,  near  Celebes,  lat. ,  long. ,  wdiere  w^e  saw  plenty  of  sperm  whales. 

In  March,  we  got  a  few  recruits  of  Yloylo,  in  the  Isle  of one  of  the  Philippines,  and  then 

passed  northward,  through  the  C'liina  Sea,  towards  the  Sea  of  Japan.  Proceeding  northerly,  we  touched  at 
the  Island  of  Typinsan,  the  inhabitants  of  w^hich  appeared  to  be  Chinese ;  they  were  polite  and  friendly 
enough,  but  would  not  suffer  me  to  enter  their  town,  nor  to  trade  for  refreshments.  We  met  with  just  the 
same  reception   at  Komsang,  one  of  the  Loo  Chocs,  and  at  Harlior  Island,  a  most  singular  and  interesting 

island,  which  lies  still  farther  north ;  lat. ,  long. ,  and  belonging  apparently  to  the  Japanese,  as  I 

saw  people  and  vessels  from  Jeddo  there.  This  island  is  shaped  like  a  horseshoe — open  to  the  westward, 
thus  forming  a  spacious  bay,  free  from  rocks  and  shoals,  and  all  around  the  sides  of  which  are  large  inlets, 
forming  admirable  harbors,  safe  from  all  winds,  and  much  more  easy  of  access  than  the  harbor  at  Benin 
Islands,  recently  surveyed  by  Conamodore  Perry. 

This  island  (Harbor  Island)  will  be  of  great  value  tp  the  future  commerce  that  is  sure  to  spring  up 
between  our  western  coast  and  China;  for  it  is  very  near  the  route,  and  extremely  fertile.  The  inhabi- 
tants carry  on  a  trade  with  Japan.  The  junks  I  saw  there  from  that  place  were  after  sugar,  large  quantities 
of  which  I  saw  put  up  and  ready  for  market.  This  island  is  much  nearer  our  western  coast  than  Luconia, 
where  they  now  go  for  sugar,  and  from  whence  we  must  be  shut  out  by  Cuban  troubles,  or  a  war  with 
Spain.     I  hope  Commodore  Perry  will  not  overlook  it. 

Those  junks  were  very  curiously  constructed,  but  you  perhaps  know  more  about  them  than  I  do. 

In  the  Straits  of  Corea,  we  lay  "off  and  on"  the  harbor  of ;  wdiile  in  a  boat,  I  pulled  in  to 

see  if  I  could  obtain  the  water  and  refreshments  I  had  been  so  long  seeking;  but  though  it  seemed  a  fine 
harbor,  the  inhabitants  were  not  friendly,  and  I  was  obliged  to  pack  on  into  the  Japan  Sea  with  .a  much 
shorter  supply  of  those  necessaries  than  I  desired.  I  saw  these  junks  from  the  coast  of  Tartary,  loaded 
with  lish.  ,  ,  ' 

North  of  the  Basha  Islands  I  am  confident  that  whalers  will  be  unaljle  to  find  water  or  refreshments. 
Captain  Potter's  directions  for  entering  the  Japan  Sea,  through  the  Straits  of  Corea,  are  correct.  Shijis 
should  not,  however,  borrow  too  much  upon  the  Corea  shore,  as  it  is  fronted  with  many  small  islets,  and 
much  discolored  water.     Daylight  is  very  desirable  in  passing  the  narrowest  parts. 

I  come  now  to  what  I  wish  most  particularly  to  communicate;  I  am  confident  that  mine  was  the  first 
ship  that  entered  that  sea  in  search  of  right  whales;  and  but  two  or  three  others  entered  that  season — not 
enough  to  disturb  the  whales  tandi.  We  may  believe,  therefore,  that  the  whales  acted  naturally  that 
season — that  their  migratory  movements  were  the  same  as  they  had  been  always  before. 

How  the  whales  got  into  that  sea  I  am  unable  to  tell ;  for,  upon  my  arrival  there  in  April,  they  were 
already  there,  and  feeding  diligently.     I  can  only  say  I  saw  none  in  the  Yellow  Sea,  nor  in  the  Straits  of 


LETTERS  FROM  WHALEMEN.  381 

Corca;  1  met  tlicni  first  about  sixty  miles  nortlieast  of  the  straits,  but  they  were  not  "regular,"  and  I 
passed  still  farther  on  into  latitude ,  near  the  coast  of  Japan,  where  they  were  at  home,  and  I  com- 
menced takiniz'  them  rapidly.     Wc  cruised  there  and  off  shore  until  about  the  10th  of  June,  when  I  steered 

northwest,  into  latitude ,  near  the  coast  of  Tartar}'.     Uere  we  cruised  until  about  the  15th  of  July, 

when  it  became  evident  that  the  whales  were  all  moving  quickly  towards  the  northeast,  and  as  that  was 
just  the  direction  of  Perousc's  Straits,  it  was  not  diflicult  to  suppose  the  whales  were  leaving  the  sea,  and  I, 
.if  course,  followed  them.  Two  other  ships,  however,  that  I  saw  at  that  time,  chose  to  remain,  supposing 
they  would  "  soon  be  round  again." 

On  arriving  at  Perouse's  Straits,  I  saw  many  whales,  all  moving  eastward,  and  was  confirmed  in  my 
opinion.  It  was  morning  when  we  left  the  straits,  with  a  good  breeze  blowing  from  the  northwest,  and 
seeing  a  whale  moving  rapidly  and  steadily  towards  the  east,  I  determined  to  follow  it,  believing  it  would 
leail  me  at  last  to  "  good  whale  ground."  All  the  day  the  whale  moved  steadily  upon  one  course,  at  a  speed 
of  some  six  miles  per  hour,  and  I  followed.  At  dark  we  shortened  sail,  and  continued  upon  the  same 
course  until  12  o'clock,  when  we  "hove  to''  until  daylight;  and  true  enough,  at  daylight  next  morning,  we 
found  ourselves  in  the  midst  of  a  fleet  of  ships  which  had  come  from  tlie  southward,  and  most  of  whom 
were  "boiling."  There  were  plenty  of  whales  in  sight,  all  of  which  were  "at  home."  I  learned  afterwards 
that  the  "  bulk"  of  the  whales  had  been  "  set  on"  about  a  week  before  that  time ;  the  ships  there  had  done 
nearly  nothing.  My  unique  pilot  had  brought  me  to  just  the  right  place;  for  during  August,  I  "filled  up," 
and  left  the  sea,  one  of  the  first  ships. 

I  thus  demonstrated  the  fact  that  the  whales  which  had  been  found  from  year  to  year  in  the  Oehotsh 
Sea  after  July,  migrated  there  frora  the  Japan  Sea.  Ships  that  entered  the  Japan  Sea  after  the  '20th  of 
July  found  the  whales.  It  has  long  been  morally  certain  that  whales  do  migrate,  but  never  before  to  my 
knowledge  have  they  been  observed  and /o/foifetZ  from  one  place  to  another. 

The  winds  in  the  Japan  Sea  were  mostly  from  tlie  southward,  and  the  weather  was  warmer,  and  the 
sky  clearer  than  in  the  same  latitude  outside.  There  was  no  perceptible  current  there,  but  in  those  days 
"Maury"  had  not  learned  us  how  to  observe;  we  never  thought  then  of  trying  the  current,  or  tlie  tempera- 
ture of  the  sea.  -    -  ..  • 

One  meteoric  plienomenon  observed  there,  is  worth  relating.  "We  were  about  forty  miles  from  the 
coast  of  Tartary,  and  had  been  enveloped  in  a  thick  fog  .several  days,  when  one  afternoon — as  not  unfre- 
queutly  happened  there — it  suddenly  cleared  away,  and  the  sun  came  out  bright.  The  sky  was  clear,  and 
the  sea  smooth,  with  a  very  light  breeze  from  ofl'  the  land,  which  appeared  plain  in  sight;  I  say,  appeared, 
for  a  close  examination  disclosed  singular  changes  in  the  shape  of  various  head-lands,  and  thus  we  soon 
saw  that  it  was  a  fog-bank;  but  with  its  upper  edge  as  clearly  defined,  as  hills  against  the  sky.  It  was 
soon  apparent  that  it  was  rapidly  nearing  us,  and  although  there  was  very  little  change  in  the  barometer, 
I  became  alarmed,  and  kept  the  ship  before  the  wind,  at  the  same  time  taking  in  sail.  As  it  approached 
us,  we  could  see  it  to  be  a  perpendicular  wall  of  dense  fog,  about  three  hundred  feet  high ;  it  soon  reached 
us,  and  with  it  a  sharp  squall  (a  whirlwind),  with  large  hail  and  some  rain.     The  bank  of  fog  was  not  more 


382  THE  WIND  AND  CURRENT  CHARTS. 


than  a  quarter  of  a  mile  deep,  ami  not  near  so  dense  upon  the  back  side.     This  bank  extended  as  far  as 
the  eye  could  reach,  north  and  south,  and  after  passing  us,  luuig  in  the  eastern  horizon  until  nearly  dark,  jli 
when  it  melted  away.     It  moved  about  sixteen  miles  per  hour.  .  mi 

Contrary  to  most  of  the  whalers  that   season,  I  came  home  through  the  China  Sea,  and  around  the  l 
Cape  of  Good  Hope,  touching  at  the  Ladrone  Islands,  where  we  lay  nearly  a  month  waiting  for  the  north- 
east monsoons.     Had  we  been  obliged  to  remain  upon  the  whaling-ground  until  October,  our  passage  home 

would  have   been  shorter  by  many  weeks,  than  that  of  any  other  ships.     North  of  the ■  in  lat. 

I  discovered  an  island  upon  which  was  a  deposit  of  guano,  and  it  has  been  suggested  by  a  New  York 
merchant,  that  it  might  be  very  valuable,  and  we  think  of  an  expedition  there.  You  would  do  me  a  great 
favor  by  giving  your  opinion  as  to  how  much  i-ain  falls  there.     So  much  for  my  first  voyage  as  master. 

My  next  and  last,  was  for  sperm  whales  in  the  Sooloo  Sea,  Molucca  Passage,  and  thereabouts.  I  was 
considered  very  lucky  in  finding  them ;  perhaps  I  was,  but  I  had  read  Wilkes  on  Currents  and  Whaling, 
and  paid  attention  to  the  temperature  and  currents. 

If  I  mentioned  in  my  "  abstract"  a  singular  current  of  warm  water,  that  I  found  setting  westerly  along 
the  north  coast  of  New  Guinea,  alnd  a  cooler  one  setting  easterly  upon  the  northern  edge  of  the  first,  I 
think  of  nothing  further  interesting,  that  I  did  not  note  there.  The  whole  ground  was  in  the  warm 
current. 

In  the  description  of  the  sperm  whale  given  by  Capt.  McKenzie  and  others,  I  am  astonished  to  find 
they  did  not  mention  one  of  their  most  noticeable  features.  I  refer  to  their  rugce,  or  the  wrinkled  appearance 
of  the  blubber.  The  right  whale  and  all  other  spouting  fish  (or  animals,  if  you  please),  except  the  Hump- 
back, which  has  the  same  rugEe  upon  its  belly  only,  are  singularly  smooth  and  plump-looking;  they  have 
no  uneven  places  upon  them,  and  generally  the  epidermis  is  unbroken.  They  convey  the  idea  of  fat  by 
their  very  appearance.  The  sperm  whale,  on  the  contrary,  has  a  lean  and  shrivelled  appearance,  that  would 
lead  the  inexperienced  person  to  suppose  the  creature  sick. 

The  ribs  appear  almost  to  protrude  through  the  apparently  i\n\\  covering,  and  the  "black  skin"  or 
epidermis  has  a  broken  and  chafed  appearance,  seen  upon  no  otiier  whale.  In  their  convulsive  struggles 
wlien  attacked,  large  portions  of  this  skin  frequently  drop  from  thcui,  and,  when  dead,  they  have  the 
appearance  of  having  been  violently  rubbed  against  some  hard  substance.  This  appearance  of  leanness, 
however,  is  fallacious ;  for  it  is  a  common  remark  among  whalemen,  that,  "  the  deeper  the  wrinkles,  the 
fatter  the  whale."  The  head  of  the  sperm  whale  is  smooth,  but  from  the  eye  to  the  fluke  these  rugoe  extend 
without  interval.  They  are  not  regular  and  running  in  parallel  lines,  but  very  irregular  and  broken.  I 
can  think  of  nothing  to  which  the  surface  of  a  sperm  whale  has  so  great  a  resemblance  as  the  surface  of 
the  ocean,  wlien  the  wind  has  been  very  changeable.     These  rugee  are  from  one  to  three  inches  deep. 

So  far  as  these  gentlemen  went,  their  descriptions  accord  with  my  own  experience.  I  remark,  how- 
ever, that  I  know  nothing  of  a  whale's  ability  to  remain  under  water  "  ad  infinitum" — I  doubt  it. 

The  whale  grounds,  where  whales  are  supposed  to  exhibit  this  singular  power,  arc,  I  believe,  without 
excei)tion,  long,  narrow  strips,  extending  over  but  few  degrees  of  latitude,  but  many  of  longitude ;  and  in 


LETTKKS    FKOM    WllAI.K.MEN.  883 

•very  case,  there  is  good  wlialc  ground  not  for  to  the  southward.  Such  shaped  grounds  icouldhc  occupied 
ilmost  at  once,  were  the  whales  from  the  south  inijicllcd  to  migrate  in  a  body  ;  and  wc  have  seen  in  tlie 
ijase  of  the  whales  in  the  Japan  Sua,  that  Jai'ge  hudics  of  whales  arc  thus  impelled  ;  and  we  saw,  also,  that 
they  became  "slow  in  their  movements,  and  headed  to  every  point  of  the  compass"  immediately  upon  their 
iirival  at  the  new  grounds — it  is  therefore  much  easier  to  account  for  their  appearance  on  the  whale  ground 
"about  the  same  day"  in  this  wa}'  than  to  believe  they  go  down  to  unknown  depths,  and  stay  Ibr  monlhs, 
fighting  their  battles,  &c.,  and  living  a  life  generally  so  at  variance  with  their  physiological  structure. 

It  was  not  tintil  lately  that  I  became  aware  there  was  actually  so  many  kinds  of  right  whales  existing; 
that  fact,  however,  appears  to  be  well  established. 

May  there  not  also  be  more  than  one  kind  of  sperm  ivhaJef*  "Wo  discovered  a  remarkable  difference 
between  the  whales  we  caught  in  the  Sooloo  Sea,  and  those  taken  elsewhere ;  they  were  more  thickly 
covered  with  deej)  wrinkles,  and  the  head  was  difierently  proportioned ;  but  tlie  distinctive  difference  was 
in  the  size  and  in  the  motion.  These  were  so  marked  that,  at  last,  we  were  able  to  distinguish  them  when 
miles  distant — and  they  obtained  the  name  with  us,  of  "  Sooloo  Sea  Whales,"  in  contradistinction  to  the 
Com.mou  sperm.  During  the  voyage  we  took  fifty  of  them,  which  made  us  only /b«r  Jiundred  barrels,  thus 
averaging,  male  and  female,  only  eight  barrels  a  piece ;  while  the  common  sperm  coics  average  at  least  fifteen 
barrels.  We  saw  the  same  kind  of  whale  in  the  Straits  of  Macassar,  the  Flores  Sea,  and  the  Molucca 
Passage,  and  I  was  told  by  the  English  whalers,  who  had  cruised  in  those  seas  many  years,  that  they  were 
to  be  met  with  in  spots  as  far  east  as  the  Red  Sea.  Are  they  not  a  species  peculiar  to  the  East  Indian 
waters?  Such  is  the  opinion  of  all  those  who  have  cruised  long  in  that  region.  If  this  is  a  fact,  what 
assistance  will  they  render  in  tracing  out  the  currents  of  that  region  ? 
I  Of  those  we  took,  many  were  females,  whose  udders  were  filled  with  milk,  and  which  presented  every 

other  mark  of  maturity ;  there  were  also  males  with  them,  apparently  full  grown,  but  dwarfed  in  the  same 
proportion.  I  never  but  once  saw  a  large  male  among  that  species,  and  that  one  was  evidently  very  old 
and  sick,  being  large  enough  to  make  a  hundred  barrels,  but  actually  making  only  sixty.  When  attacked, 
he  immediately  joined  the  others. 

Not  having  seen  your  Whale  Charts,  I  am  not  aware  whether  or  not  j'ou  know  there  is  a  little  spot  in 
the  China  Sea  (Palawan  Passage),  about  forty  miles  west  of  Louisa  Shoals,  where  sperm  whales  arc  some- 
times found  in  great  plenty;  they  are  not  of  the  Sooloo  species,  but  the  common  kind.  Whales  are  also 
found  in  the  western  part  of  the  same  sea,  farther  north. 

If  you  desire  a  skull  of  the  Sooloo  Sea  whale,  or  any  other  bone,  I  have  friends  cruising  there,  who 
would  procure  one  if  desired.f 

In  your  valuable  work,  I  notice  that  but  very  little  is  said  concerning  the  longevity  of  sperm  whales, 
and  nothing  at  all  about  that  of  other  kinds.  Captain  McKenzic  (who  is  a  good  judge)  thinks  sperm 
whales  live  from  forty  to  one  hundred  years — there  can  be  no  doubt  but  that  they  live  at  least  as  long  as 


*   Vcs.     '•The  Jiipanese,"  says  Dr.  Gray,  in  his  work  on  the  vfhale,  "distinguish  three  IduUs  of  sperm  wluilc." — M.  F.  M. 
t  They  would  be  very  acceptiible. 


884  THE  WIND  AND  CUKRENT  CHAETS. 

that;  tl ley  have  tlie  appearance  of  being  a  long-lived  ci-cature;  they  are  compactly  built — their  muscles 
are  firm,  and  their  organization  generally  superior  to  most  of  the  warm-blooded  fishes.  We  have  reason 
to  believe,  also,  that  they  are  much  longer  in  arriving  at  maturity,  for  we  notice  many  more  stages  in  theii 
growth ;  the  teeth,  size,  shape,  and  deportment  of  those  wc  sec,  leave  no  doubt,  but  that  thev  are  a  number 
of  years  in  attaining  their  full  growth — I  think  as  many  as  ten.  With  the  right  whales,  however,  it  is  differ- 
ent in  every  respect.  I  cannot  believe  them  so  long-lived,  and  we  have  means  of  hiowing  that  they  are  not 
so  long  in  coming  to  maturity.  The  right  whale  is  much  more  loosely  made,  more  hjmpliatic,  decidedly, 
and  they  arrive  at  full  growth  in  a  surprisingly  short  time,  considering  their  inrmense  size.  The  (southern) 
right  whale  frequents  bays  and  shoal  water  for  the  purpose  of  bringing  forth  its  young;  thus  whalers, 
who  seek  them  there,  first  see  only  full-grown  females,  heavy  with  young;  but  as  the  season  advances, 
find  them  accompanied  with  very  young  "calves,"  which,  before  leaving  for  "off  shore,"  have  already  be- 
come large  and  seaworthy.  These  are  met  again  "  off'  shore,"  still  with  the  mother,  growing  larger  and 
larger  as  the  season  advances,  until  at  the  last  part  they  are  scarcely  to  be  distinguished  fi-om  the  males, 
which,  at  that  time,  begin  to  couple  again  with  the  female.  We  sometimes  meet  with  the  bull,  the  cow,  and 
the  calf,  all  together.  '      •         :' 

I  believe  that  the  right  whale  attains  to  full  growth  in  two  or  three  years  at  most,  and  that  their  lon- 
gevity is  not  more  than  hulf  that  of  the  sperm;  and  I  infer  that  tlicy  do  not  produce  3'oung  ever ij  year, 
from  the  fact  that,  although  they  always  bring  forth  at  one  season,  we  meet  them  indifferent  stages  of  preg- 
nancy at  the  same  time.  .         _.,.,■.         ..,.'. 

C.  B.  Chajijyel  to  W.  Ji.  Jones,  Esq.— New  London,  October  25,  18-19. 

Having  been  requested  to  furnish  a  description  of  the  Greenland  whale  and  its  habits,  I  comply  with 
pleasure  in  furnishing  what  information  my  experience  in  the  country  will  afford. 

First,  then,  I  will  state  that  there  are  two  kinds  of  whales  in  tlic  Greenland  seas,  the  first  of  which  is 
found  in  latitude  from  59"  to  G2°  north,  and  invariably  close  to  the  ice,  which  at  different  seasons  extends 
farther  to  the  eastward,  sometimes  as  far  as  55°  of  longitude  west;  but  as  the  season  advances  from  March, 
the  ice  gets  broken  and  scattered  in  April  and  May.  The  whales  seek  their  food  and  protection  from  rough 
weather  among  the  ice,  and  alwa3rs  the  heavier  ice  in  preference ;  towards  the  land  to  the  westward,  and 
where  there  is  no  ice,  they  are  seldom  found  and  never  at  rest.  The  currents  here  set  to  the  S.  E.  These 
whales  have  a  long  crooked  head,  perfectly  smooth,  with  a  very  high  crown  or  spout-hole ;  measures  not 
more  than  50  to  52  feet  in  length,  having  a  small  ridge  or  hump  near  the  flukes,  but  not  like  the  sperm 
whales  or  humpback.  When  the  ice  is  gone  these  whales  seek  the  land,  and  go  up  the  floe  which  runs  far 
inland  towards  the  west.  The  whales  farther  north,  in  latitude  GS°,  near  the  Island  of  Disco,  have  no  such 
hump,  but  their  habits  are  the  same.  From  Disco  Island,  the  currents  are  found  to  set  from  the  west- 
ward, which  clears  the  ice  from  the  land  on  the  east  side  of  Davis's  Straits,  and  leaves  water  for  the  whales 
in  this  vicinity. 

The  current  at  the  same  time  presses  the  ice  over  to  the  west  side,  barring  the  passage  of  the  whales  up 


M 


I.KTTKHS    FROM   WUAI.EMEN.  385 

Hudson  Straits  in  tlic  early  part  of  tlie  season;  but  after  June  comes  in,  the  ice  becomes  more  open  and  tlio 
whales  can  pass  througli  to  the  west  land,  where  in  general  there  is  a  strong  land  ice,  in  which,  if  tiierc  bo 
no  cracks  or  holes,  they  remain  a  short  time  in  rpiiet.  In  the  early  part  of  July,  whales  are  found  to  bo 
going  to  the  westward  very  quick,  up  Lancaster  Sound,  and  in  large  numbers,  where  it  is  supposed,  by  all 
men  that  I  have  conversed  with  on  the  subject,  that,  if  they  meet  no  firm  ice  across  the  sound,  tliey  con- 
tinue their  passage  either  through  Barrow's  Straits  down  to  Hudson  Bay,  or  farther  to  the  north  and  west- 
ward through  the  unexplored  regions.  Some  seasons  they  have  been  found,  after  going  up  Lancaster  Sound 
and  being  gone  for  a  while,  to  return  to  the  southward.  From  this  we  must  suppose  that  the  ice  was  so 
strong  that  the  whales  could  migrate  no  farther  west,  and  the  frost  setting  in,  obliged  them  to  seek  a  passage 
farther  south.  When  it  happens  that  they  come  south  they  keep  the  land,  and  generally  at  the  mouth  of 
some  deeji  inlet  seek  inland  again ;  and  finally,  when  in  September,  if  there  is  anj^  ice  in  the  straits  and  any 
whales,  we  find  them  with  the  ice.  We  seldom  find  wliales  to  the  northward  of  Lancaster  Sound  in  Baffin's 
Bay.  But  iu  former  years  it  has  been  said  they  were  quite  numerous  in  latitude  76^  35'.  Off  Pond's 
Inlet,  in  latitude  74°  N.,  longitude  76°  30'  W.,'we  find  whales  coming  from  the  middle  of  the  straits;  and  if 
the  land  ice  permits,  they  go  directly  up  the  inlet;  if  not,  they  remain  awhile,  then  make  up  the  sound.  In 
March,  we  find  the  old  whales  with  their  young  in  latitude  50°  to  62°.  In  August,  we  find  many  young  ones 
in  latitude  71°,  yielding  fron^  50  to  60  barrels.  The  largest  one  that  I  have  seen  taken  yielded  175  barrels 
aud  2,200  pounds  bone.  About  whales  stopping  under  the  ice,  I  would  say  that  they  can  at  certain  seasons 
stop  beneath  the  water  according  to  their  own  pleasure,  or  as  nature,  according  to  my  own  judgment,  has 
created  them  to  lay  at  bottom  dormant  for  a  length  of  time.  I  am  strengthened  in  this  belief  by  hearing 
the  Governor  of  Disco  relate  the  fact  that  he  saw  a  whale  lying  at  the  bottom  near  the  Harbor  of  Liefly  on 
Disco  Isle  for  seven  weeks,  and  that  he  visited  the  spot  each  morning  on  the  ice  beneath  which  the  fish  lay 
for  this  length  of  time,  and  then  arose  to  the  surface  and  was  captured.  I  do  not  remember  at  what  season 
of  the  year  this  happened.  What  I  have  seen  of  the  whales,  their  average  length  of  stopping  down  is  one 
hour  and  fifty  minutes,  and  they  remain  above  about  twenty -five  minutes ;  but  when  amongst  the  ice  we 
seldom  see  them  more  than  two  risings,  and  many  times  never  see  them  after  going  down.  When  they  are 
irritated  by  having  the  harpoon  stuck  into  them,  they  do  not  stop  down  so  long  as  when  disentangled ;  and 
still,  I  believe  I  have  seen  a  stuck  fish  stop  down  over  two  hours  and  come  up  apparently  out  of  breath ; 
and  have  seen  them  when  I  supposed  they  had  made  much  exertion  to  pass  under  a  heavy  floe  of  ice,  and, 
as  they  could  not  pass  it,  were  obliged  to  return  again  completely  out  of  breath.  At  such  times  they  are 
captured  without  a  move  to  get  away.  I  have  seen  a  whale  in  a  hole  in  the  ice  lay  without  going  under 
for  four  hours,  and  if  not  troubled  probably  would  have  lain  longer.  It  is  my  belief  that  these  whales  do 
emigrate  to  the  west,  and  that  there  is  a  passage  for  them  beneath  the  ice  to  seas  beyond  these  sounds,  or  we 
should  meet  them  oftener  going  the  other  way,  which  we  never  do.  These  whales  do  not  require  a  large 
hole  to  breathe  through ;  have  often  been  found  dead  in  the  vicinity  of  Lancaster  Sound,  with  no  mark 
upon  them,  in  numbers.  From  what  I  have  heard,  I  believe  them  to  be  the  same  as  the  polar  or  Russian 
whale,  but  never  saw  one. 
49 


886  THE  WIND  AND  CURRENT  CHARTS. 

Captain  Roys  to  Lieutenant  Maury — IIowj  Kong,  January  19,  1851. 

I  received  jo\w  favor  witb  ]jleasure,  aud  am  very  willing  to  coramuuicate  any  knowledge  I  possess 
respecting  the  whaling  business.  The  whales  of  Behring's  Straits  and  Baffin's  Bay  are  the  same ;  yet  they 
differ  very  much  from  the  Kamtschatka  or  northwest  whale,  or  the  right  whale  of  the  Soiith  Seas.  I  have 
known  a  whale  to  sound  deeji  enough  to  take  one  thousand  and  fifty  fathoms  of  line  from  the  boats;  yet 
I  never  knew  a  whale  to  remain  longer  under  water  than  35  minutes,  of  the  right  whale  species;  and  one 
hour  and  80  minutes  for  the  sperm  whale  kind.  I  have  never  known  them  to  sound  under  ice,  that  is,  more 
than  30  feet  above  the  water's  surface,  which  was  in  the  South  Seas.  I  have  never  seen  any  ice  to  the 
northward  of  Behring's  Straits  more  than  30  feet  high.  The  right  whale  feeds  upon  a  small  animal  sub- 
stance, which  seems  to  vegetate  and  come  to  maturity  every  year,  and  perish  like  the  vegetation  upon  the 
land.  And  it  is  in  only  one  state  that  the  whale  will  eat  it ;  consequently,  in  the  northern  hemisphere,  in 
the  month  of  January,  the  food  is  to  be  found  from  30°  to  35°  north ;  and  in  February  it  is  ripe  for  the 
whale ;  a  little  farther  in  March ;  still  farther,  and  so  on,  imtil  August,  when  it  is  as  far  north  as  the  Kamt- 
schatka whales  go,  which  is  60° ;  while  the  feed  from  85°  to  40°  becomes  dead  and  unfit  to  nourish  the 
whale ;  consequently,  the  whale  cannot  live  at  that  season  in  those  latitudes ;  while  the  humpback  and  fin- 
back take  possession,  and  seem  to  enjoy  and  revel  in  the  food,  after  it  has  passed  its  stage  for  the  right 
whale.  The  polar  whale's  feed  differs  a  little  from  the  others ;  and  in  January,  may  be  found  in  50°  north, 
and  in  August,  from  70°  to  the  pole.  I  am  firm  in  the  opinion  that  the  south  is  the  same;  but  as  no  one 
has  ever  yet  seen  a  right  whale,  the  opposite  of  the  arctic  whales,  in  the  antarctic,  the  matter  still  remains 
in  doubt;  and  it  is  a  lamentable  truth,  that  the  ships  of  war  who  have  visited  those  seas  are  not  able  to  tell 
us  for  certainty  the  kinds  of  whales  they  saw  there.  It  is  not  the  easiest  thing  in  the  world  to  distinguish 
the  diffei'cnt  kinds  of  whales,  even  to  those  who  have  been  in  the  Avhaling  business,  and  a  ship  must  be 
brought  close  by  a  whale  to  tell  for  certain  his  kind. 

The  sperm  whale  is  found  in  all  climates,  and  in  every  sea;  he  feeds  upon  an  inanimate  animal  sub- 
stance called  a  squid,  which  grows  upon  the  bottom  of  the  sea,  and  is  never  seen  upon  the  surface,  except 
when  torn  up  by  the  whale.  I  have  seen  it  in  large  pieces  floating  upon  the  surface.  I  have  seen  a  dying 
whale  vomit  it  up.  I  have  opened  the  stomach  of  a  whale  and  seen  it  there  in  pieces;  which  convinces  me 
that  the  animal  is  very  large,  also,  as  well  as  small ;  and  that  the  sperm  whale  almost  always,  when  in  want 
of  food,  goes  to  the  ocean's  bed. 

I  do  not  know  as  I  shall  be  able  to  procure  for  j^ou  a  whale's  horn,  as  they  are  difficult  to  take;  but  if 
no  ill  betide  me,  I  will  bring  you  the  under  and  upper  jaw  of  a  Eussian  whale,  which  will  be  about  24  feet 
long  by  16  diameter,  which  will  serve  to  show  the  magnitude  of  this  animal,  and,  perhaps,  we  may  obtain 
the  horn  and  something  more. 

I  obtained  the  last  season  3,200  barrels  of  oil,  and  40,000  whalebone,  which  I  shipped  from  here  to 
England,  and  try  my  fortune  another  season.  I  commenced  whaling  in  1833,  at  17  years  of  age,  and  it  has 
been  the  whole  study  of  my  life  ever  since  that  time ;  and  I  am  writing  a  book,  with  all  the  knowledge  I 


LETTERS    FROM    WII AI.EJIEN'.  387 

possess,  giving  a  particular  iloserijitiou  ol'  all  kiiuLs  of  whales,  with  all  my  opiuions,  kc,  which  I  will  for- 
ward unto  you  upon  my  return  to  the  States.  I  shall  sail  from  here  the  10th  of  February,  and  expect  to 
be  in  00°  north  ou  the  20th  of  March.  It  would  require  too  much  paper  to  send,  by  mail,  lull  aiLswers  to 
your  inquiries,  and  I  can  only  say  that  I  heartily  rejoice  tiiat  we  have  one  man  in  our  Government  who 
will  condescend  to  take  notice  of  a  business  the  annual  income  from  which  is  millions,  and  at  the  present 
time  has  broken  down  all  competition  of  other  nations,  and  is  supplying  the  markets  of  the  world  with  oil. 
I  shall  also  be  able  to  give  you  some  of  my  opinions  of  ocean  currents,  &c.  I  have  a  set  of  your  Wi/id 
and  Current  Charts^  which,  I  am  happy  to  say,  I  consider  very  useful,  and  have  found  them  so.  When  I 
arrive  at  home,  you  will  hear  from  me  soon. 


la  this  stage  of  my  investigations  into  the  habits  of  the  whale,  I  have  thought  it  best  to  give  the  fore- 
going letters  without  any  comments  of  my  own.  They  possess  much  interest  and  have  a  peculiar  value.  I 
quote  them,  not  for  the  purpose  of  exciting  discussion  among  natui-ali.sts,  but  for  the  pur])osc  of  eliciting 
further  information  from  the  whalemen  themselves;  hoping  that  these  last  w'ill  be  induced  to  go  more  into 
detail,  and  give  us  all  the  information  which  they  possess ;  and  among  such  a  number  of  close  observers 
there  is  no  doubt  much  to  be  elicited  that  is  truly  valuable.  I  need  not  add  that  naturalists  would  be 
thankful  to  any  whaleman  who  will  furnish  them  with  a  specimen  of  the  hair  with  which  we  an>  informed 
by  Captains  Post  and  McKenzie  that  whales  are  covered. 

Let  us  now  return  to  the  Whale  Chart — letter  F  of  the  series. 

By  examining  this  Chart  it  will,  in  its  present  state,  serve  to  satisfy  one  at  a  glance  that  the  liivorite 
haunts  of  the  sperm  wdiale  are  about  the  equatorial;  of  the  right,  about  the  polar  regions.  That  near  the 
tropics  is  a  sort  of  debatable  ground,  w'here  the  pasturage  of  the  one  overlaps  the  pasturage  of  the  other. 
And  that,  on  either  hand,  a  straggler  from  the  one  herd  is  occasionally  found  far  over  within  the  borders  of 
the  other. 

I  have  to  request  that  wdialenien  when  they  come  across  these  stragglers  will  observe  them  closeh'. 
Do  they  appear  to  be  lost  ?  What  is  their  bodily  condition,  fat  or  lean  ?  and  wdiat  the  contents  of  their 
stomach  ?     Are  the  stragglers  generally  male  or  female,  and  what  is  there  that  is  peculiar  about  them  ? 

The  Whale  Chart  (series  F),  wdiich  comprises  a  chart  of  the  world,  ^{creator's  projection  of  10  degrees 
to  an  inch  at  the  equator,  and  which  extends  from  lat.  70°  oO'  N.  to  08°  south,  shows  three  places  where 
the  sperm  whale  is  in  the  habit  of  leaving  the  tropical  regions  and  of  resorting  to  higher  latitudes.  These 
places  are  in  the  South  Atlantic,  wdiere  they  have  been  found  in  large  schools,  between  the  j)arallels  of  30° 
and  35° ;  in  the  South  Pacific,  between  the  parallels  of  35°  and  00°  ;  and  in  the  middle  of  the  North  Pacific 
as  high  up  as  40°. 

I  account  for  their  presence  up  in  the  North  Pacific  by  the  Gulf  Stream,  which  has  its  genesis  in  tli'e 
Indian  Ocean,  and  its  exodus  in  the  China  Seas.  It  carries,  high  up  into  the  North  Pacific  Ocean,  the  warm 
waters  and  sea  climate  of  the  tropics.     And  the  sperm  whale  resorts  there  to  enjoy  it. 

The  sperm  whale  being  found  in  the  South  Atlantic,  has  suggested  the  inquiry  as  to  tlic  temperature 


388  THE  WIND  AND  CUEEENT  CHAETS. 

of  the  waters  tliere.  Can  there  be  a  warm  current  in  tliat  part  of  the  ocean  ?  If  so,  whence  does  it  come  ? 
from  the  iuter-troj^ical  regions  of  the  Athxutic,  or  from  the  Indian  Ocean  ?  or,  is  it  a  branch  of  the  LaguUas 
current? 

If  it  be  the  temperature  of  the  water  which  invites  the  sperm  whale  into  these  extra-tropical  regions 
of  the  South  Atlantic,  wc  may  perhaps  obtain  from  these  dumb  creatures  an  answer  to  the  question:  By 
what  channel  do  the  waters  which  the  LaguUas  current,  and  the  ice-bearing  current  around  Cape  Horn, 
and  the  cold  current  from  Baffin's  Bay,  and  the  waters  which  the  Mississijipi  River,  the  St.  Lawrence,  and 
all  the  great  rivers  of  Europe,  Africa,  and  America,  bring  into  the  Atlantic  Ocean — by  what  channel  do 
these  waters  escape  and  preserve  the  level  of  that  sea? 

These  currents  bring  into  the  Atlantic  water  moi-e  than  enough  to  supply  the  waste  of  evaporation. 
The  brine  of  the  sea  is  not  accumulating  or  concentrating  in  this  ocean,  and  we  therefore  Icnoiv  that  there 
must  be  somewhere  in  this  ocean,  either  at  the  surface  above  or  in  the  depths  below,  a  current  of  large 
volume  running  from  it.  I  have  searched  for  it  long  and  patiently.  I  have  looked  for  it— feeling  as 
certain  of  its  existence  as  we  do  of  a  thing  that  has  been  seen  and  known  to  exist,  and  is  lost — but  in  vain. 

Tlie  components  of  sea-water,  like  the  components  of  the  atmosphere,  are  everywhere  the  same.  It  is 
true  that  we  find  a  little  more  salt  in  this  place,  and  a  little  less  in  that;  but  tliis  is  attributable,  not  to  the 
want  of  a  general  system  of  aqueous  circulation  in  the  terrestrial  economy,  but  rather  to  local  causes,  such 
as  an  excess  of  precipitation  or  an  excess  of  evaporation,  or  the  discharges  of  fresh  water  from  rivers  in 
the  neighborhood.  If  the  waters  of  the  sea  did  not  pass  from  one  climate  to  another,  and  from  one  ocean 
to  another,  it  would  not  be  difficult  to  conceive  why,  in  the  process  of  time,  there  should  not  be  as  great  a 
difference  in  the  waters  in  different  parts  of  the  great  oceanic  reservoir  of  the  earth  as  there  is  in  the 
waters  of  the  Dead  Sea  and  the  Mediterranean,  or  in  the  waters  of  any  two  seas  between  which  there  is 
no  communication. 

The  chemist  analyzes  the  waters  of  the  Mediterranean  and  of  the  Ecd  Sea,  and  detects  the  same  com- 
ponents. Now,  unless  the  waters  of  these  two  seas  could  intermingle — and  I  have  traced  a  current  from 
the  one  to  the  n(.'ighl)orhood  of  the  other — unless,  I  repeat,  there  were  an  intermingliug  between  the  waters 
of  these  two  seas,  what  could  preserve  the  same  salts  in  the  same  quantities  in  each? 

The  Red  Sea,  because  it  is  riverless  and  rainless,  receives  no  salts  from  the  land  on  its  shores. 
Whereas,  the  rivers  which  empty  into  the  Mediterranean  have  forages  been  filtering  "the  salt  of  the  earth,"' 
taking  it  up  in  solution  from  the  soil,  and  bringing  it  down  with  their  drainage  into  this  sea. 

Now,  unless  nature  had  provided  some  means  of  process  by  which  the  waters  of  these  two  seas  should 
regularly  intermingle  with  the  waters  of  the  ocean,  and,  through  the  ocean,  with  each  other,  what  would 
hinder  the  two  seas  iTom  salting  up  their  brine  with  diflerent  strength. 

No  doubt  the  harmonies  of  the  sea  are  as  beautiful  and  as  sublime  as  the  "music  of  the  spheres."  And 
to  wliat  agency,  therefore,  if  not  to  the  agency  of  currents  and  the  mobility  of  water,  must  we  ascribe  the 
permanent  condition  of  sea-water?     For  perhaps  of  all  parts  of  creation  that  are  both  tangible  and  visible 


w; 


It 


LETTERS   FROM  WHALEMEN.  '889 

to  US,  the  waters  of  the  sea  arc  most   permanent  and  stalilc  in  their  characteristics,  proportions,  and 
■  •onstituents. 

If  nature  had  not  provided  a  general  system  (jf  circukitiou  for  the  waters  of  the  sea,  what  would 
prevent  the  waters  of  the  Mediterranean,  for  instance,  from  absorbing  salts  and  other  constituents  through 
Its  rivers,  and  of  accumulating  them  in  quantities  and  proportions,  which  would  possibly  make  a  charac- 
teristic dillerencc  between  sea- water  from  the  Mediterranean  and  sea-water  from  the  lied  Sea? 

That  the  waters  of  remote  seas  do  not  permanently  attain  different  degrees  of  saltness — that  sea- 
\ater,  like  the  air  of  heaven,  come  whence  it  may,  is  always  tlie  same — may  of  itself  be  taken  as  a  proof, 
if  no  other  evidence  could  be  had,  tliat  there  is  a  regular  and  constant  passage,  secret  and  invisible  though 
it  be,  of  the  waters  from  one  oceanic  basin  to  another.  At  least,  in  the  present  state  of  our  information 
upon  this  subject,  we  infer  that  such  is  the  case ;  and  tliat  it  is  owing  to  the  agency  of  currents  in  the 
depths  below  and  on  the  surface  above,  that  the  waters  of  one  sea  are  not  all  brine,  of  another  all  fresh, 
and  of  another  all  ice. 

Twice,  perhaps  thrice,  as  much  fresh  water  is  discharged  by  the  rivers  of  Europe,  Africa,  and  America, 
into  the  Atlantic,  as  is  discharged  by  all  other  rivers  into  the  Pacific.  Twice,  perhaps  thrice,  as  much 
fresh  water  is  taken  up  from  the  Paciiic  as  from  the  Atlantic  by  evaporation.  Now,  if  the  waters  of  these 
two  oceans  were  never  to  intermingle — if  the  waters  of  the  Pacific  never  found  their  way  into  the  Atlantic, 
and  if  the  Atlantic  were  never  to  send  its  waters  to  mingle  with  those  of  the  Pacific  Ocean  in  its  own 
basin — what  would  prevent  the  great  water-sheds  that  are  drained  into  the  Atlantic  from  filling  its  basin 
up,  in  the  process  of  time,  with  fresh  water.  Wliat,  too,  would  prevent  the  Pacific,  which  gives  more  fresh 
water  to  the  clouds  than  they  restore  to  it  again,  froni  becoming,  first,  a  sea  of  brine,  then  finally  a  bed  of 
salt?  ■  ■         ' 

Studying  the  habits  of  nature,  so  to  speak,  with  regard  to  the  air  and  the  sea,  I  have  learned  to  con- 
jecture that  every  drop  of  water  now  in  the  Pacific,  has  been  at  some  former  period  in  the  Atlantic;  and 
this  conjecture,  reason  teaches  me,  is  as  plausible  as  is  the  supposition  that  every  breath  of  air  now  in  the 
northern  hemisphere,  has  at  some  time  or  other,  in  following  its  appointed  paths,  coursed  its  round  in  the 
general  sj'stem  of  circulation  through  the  channels  of  the  southern  hemisphere. 

Assuming  these  principles  to  be  in  conformity  with  the  designs  of  nature,  I  have  been  induced  to 
search  for  a  current  from  the  Atlantic  Ocean  into  the  Pacific. 

Taking  its  existence  for  granted,  therefore,  as  I  am  disposed  to  do,  it  can  be  readily  shown  that  this 
current  does  not  have  its  exodus  through  the  Arctic  Ocean;  for  in  that  case,  the  precipitation  in  tliat  ocean 
being  greater  than  the  evaporation,  the  waters  of  the  great  rivers  of  Northern  Asia,  Europe,  and  America, 
being  added  to  its  own  waters,  would  create  a  stream  of  immense  volume  and  frightful  rapidity  through 
Behring's  Straits  into  the  Pacific.     "Whereas,  so  far  from  this  being  tlie  case,  the  reverse  occurs. 

The  current  through  Behring's  Straits  runs  generally  from,  not  into  the  Pacific.  I  have,  therefore, 
looked  to  the  South  Atlantic — to  the  space  between  the  two  stormy  capes — as  the  only  place  in  which  this 
ex- Atlantic  current  could  make  its  exodus.     And  if,  after  all  tliis  siiocial  and  minute  investigation;  if,  after 


390  TUE   WINI1   AND   CURRENT   CHARTS. 

the  most  accurate,  and  careful,  and  patient  examination  that  lias  been  made  of  log-books  here  for  some' 
evidence  of  this  current;  if,  after  the  attention  of  navigators  has  been  called  to  it,  and  they  have  exhausted 
all  the  means  which  human  ingenuity  has  devised  for  detecting  and  measuring  currents  at  sea,  and  have 
failed  to  discover  one  here;  if,  after  all  this  labor  and  research,  it  should  so  turn  out,  when  we  go  there 
with  the  water  thermometer,  that  the  sea  climate  is  not  an  extra-tropical  one,  as  its  latitude  indicates ;  that 
it  is  the  inter-tropical  temperature  of  its  waters  which  temjDts  the  sperm  whales  to  gambol  there  in  such 
multitudes — then  the  discovery  of  the  fact  that  the  sea-water  here  is  a  little  wanner,  and  that,  therefore, 
there  is  a  current  running  hither  from  the  equator,  should  be  regarded  as  one  which  is  due  to  the  informa- 
tion which  the  study  of  the  habits  of  this  animal  has  given  lis. 

In  the  sperm  whale  region  of  the  coast  of  Chili  and  Terra  del  Fuego,  we  have  been  taught  to  believe 
in  the  existence  of  a  cold  current.  Assuming  this  cold  current  to  be  there — that  it  is  not  crossed  or  divided 
by  a  warm  current,  the  resort  of  the  sperm  whales  there  must  be  regarded  as  an  anomaly  in  the  habits  of 
tlie  creature. 

These  investigations  as  to  the  habits  and  places  of  resort  of  the  whales,  have  taught  me  to  regard 
sperm  whales  as  much  out  of  place  in  cold  water,  as  the  whalers  themselves  would  regard  out  of  place,  a 
wilderness  of  howling  monkeys  of  the  Amazon  among  the  Green  Mountains  of  Vermont. 

I  take  this  occasion  to  say — because  some  of  the  whalemen  have  supposed  it  unnecessaiy  to  continue 
the  abstracts  when  in  sight  of  land — that  it  is  important  to  have  a  complete  abstract  for  every  day  they  are 
at  sea ;  that  we  may  know  whether  they  find  fish  or  not,  how  plentifully,  the  force  and  direction  of  winds 
and  currents,  the  temperature  of  the  air  and  water,  and  that  we  may  glean  information  as  to  all  other 
phenomena  which  they  are  requested  to  note  in  the  abstract  log. 

Plate  XIII.  is  a  section  taken  from  the  Whale  Chart  of  the  world.  It  is  a  copy,  and  nearly  a  fac- 
simile, except  that,  in  some  of  the  Charts,  the  right  whale  curves  are  colored  blue,  and  the  sperm,  red. 
Take  the  square  marked  A,  as  an  illustration  and  explanation  of  the  Chart.  Between  the  meridians  of  45° 
and  50°  W. — as  between  every  fifth  |.)air  of  mei-idians--ai'e  12  columns  for  tlie  12  months;  the  first  column 
on  the  left  always  standing  for  December,  or  the  first  winter  month,  the  next  for  January,  and  so  on. 

Between  the  parallels  of  35°  and  40°  arc  11  horizontal  lines.  Beginning  alwaj's  at  the  south  and 
counting  up  towards  the  north,  each  of  the  first  ten  of  these  lines  stands  for  10  days,  thus  making  the  10th 
stand  for  100.  The  scale  is  then  changed ;  the  11th  line  stands  for  200;  and  the  12th  on  the  parallel  of  lat., 
for  300  days.     (See  the  figures  in  the  margin.) 

Now,  by  following  the  curve  for  the  daj's,  and  the  curve  for  the  whales,  right  and  sperm,  for  this 
square — it  will  be  seen  that,  during  different  years,  whalers  have  spent  in  this  square  upwards  of  100  days 
(125)  searching  for  whales  in  the  month  of  December ;  and  that,  out  of  this  time,  they  saw  right  whales  on 
15  days — sperm  on  2 ;  and  that  during  each  month  they  have  fished  and  seen  as  follows,  viz : — 


KOUTKri   TO   AND    I'KU.M    EUKOl'K.  391 

Days  of  Search.  No.  of  days  on  which  were  seen —  Days  of  Search.  No.  rif  days  on  which  were  seen — 

Right  ^Yhales.  Sperm   Whales.  h'i;/lil   Whales.  S/ienn   Whales. 

0 
0 
0 
0 

8 
5 

It  appears,  therefore,  that  from  Sejiteinbcr  to  Decemljcr,  incliusive,  is  tlic  best  time  for  whalintr  in  thi.s 
district  of  5°  scpiare.  In  some  of  its  neighboring  districts,  whalers  have  been  more  successful  in  other 
months,  as  a  glance  at  the  Chart  will  show. 

It  is  worthy  of  remark  that  the  sperm  wliale,  according  to  the  results  of  tliis  Chart,  appears  never  to 
double  the  Cape  of  Good  Hope.  He  doubles  Cape  Horn.  Since  this  fish  delights  in  warm  water,  shall  wc 
not  expect  to  find,  off  Cape  Horn,  an  undercurrent  of  warm  water,  heavier  with  its  salts  ? 


In  December, 

125 

15 

January, 

96 

8 

February, 

150 

5 

March, 

110 

2 

April, 

7S 

0 

May, 

28 

0 

2 

June, 

12 

0 

12 

July, 

8 

0 

10 

August, 

28 

0 

8 

September, 

a,^ 

20 

5 

October, 

90 

25 

3 

November, 

88 

43 

KOUTES  TO  AND  FROM  EUROPE.* 


The  information  contained  under  this  heading  relates  to  the  best  routes,  under  canvas,  between  New 
York  and  Europe. 

The  best  average  route,  each  way,  as  it  regards  the  winds,  independent  of  currents,  is  only  indicated. 

Upwards  of  thirty  thousand  observations  on  the  winds  in  this  part  of  the  ocean  alone,  have  been  col- 
lated, compared,  and  discussed  for  these  routes. 

The  routes  now  indicated  are  the  results  of  this  mass  of  materials,  and  these  routes  are  to  be  looked 
upon  as  the  mean  or  average  track  of  all  the  vessels  engaged  in  making  the  voyages  which  have  afforded 
these  observations,  supposing  that  each  vessel,  under  all  circumstances  and  on  every  occasion,  had  made  the 
most  judicious  courses. 

My  information  is  yet  quite  meagre  in  many  portions  of  this  part  of  the  ocean,  and  the  present  routes 
should  be  regarded,  not  as  fixed  and  final  determinations ;  they  are  rather  approximations. 

Though  they  be  approximations  to  those  routes  which  further  investigations,  based  on  more  ample 
materials,  may  establish  as  the  best  routes,  their  importance  will  no  doubt  be  readily  appreciated  when  it 
is  considered  that  the  average  per  centum  of  calms,  head  and  fair  winds,  is  stated  for  each  district  of  5° 
square  of  ocean  through  Avhich  the  vessel  is  recommended  to  pass  ;  and  that  they  are  stated  in  the  tables, 
and  exhibited  on  the  Charts,  in  such  a  manner  that  the  navigator,  who  pursues  these  routes  and  consults 
the  authorities  before  him,  will  be  freed  from  all  doubt  and  perplexity  as  to  which  tack  to  take  when  the 
wind  comes  out  dead  ahead. 

Upon  a  right  decision  in  such  cases  often  depends  the  success  of  the  voyage,  as  to  time. 


*  Letter  to  Sec.  Navy,  J.au.  1,  1850. 


3'J2  THE  WIND  AND  CURRKNT  CUARTS. 

I  Lave  now  before  me  the  log-books  of  two  vessels,  wLicli  afford  a  case  in  point ;  they  -were  bound  to 
Europe — were  together,  and  had  accomplished  more  than  half  the  voyage;  the  wind  came  out  ahead;  one 
stood  off  to  the  northward  on  the  starboard  tack,  the  other  to  the  southward  on  the  opposite  tack ;  one 
was  right,  and  the  other  wrong ;  for,  in  consequence,  one  got  into  port  ten  days  before  the  other. 

In  such  cases,  those  who  pursue  these  routes  with  the  Pilot  Charts  on  board,  would  be  left  in  no  doubt 
as  to  the  tack  having  the  greatest  number  of  chances  in  its  favor. 

Permit  me  to  call  attention  to  a  very  remarkable  part  of  the  ocean  through  Avhich  these  ti'acks  pass. 
It  is  about  45°  iST.  and  50°  W.  The  water  here  is  permanently  cold;  so  cold  that  the  water  thermometer  is 
sometimes  found,  within  the  distance  of  a  few  miles,  to  fall  40°  of  Fahrenheit ;  and  I  notice  in  many  log- 
books the  remark,  "  water,  colored." 

The  spot  is  also  remarkable  for  its  fogs  and  its  disturbed  atmospherical  conditions.  If  a  vessel  could 
be  sent  to  examine  into  it,  important  service  might  be  rendered  to  navigation,  by  showing  how,  when  the 
heavenly  bodies  are  obscured,  the  mariner  may  determine  the  position  of  his  ship  by  dipping  his  thermo- 
meter into  the  water;  or  the  examination  might  lead  to  other  results  not  less  important.  It  is  probably 
the  'centre  of  great  atmospherical  disturbances. 

There  is  said  to  be,  somewhere  along  these  routes,  a  rock  just  awash,  and  not  known  to  any  chart.  The 
doubtful  existence  of  such  a  danger  is  always  picrplexing  and  harassing  to  navigators ;  not  knowing  its 
exact  position,  they  have  to  turn  far  aside  out  of  the  way,  to  be  sixre  of  avoiding  it.  The  rock  is  small — 
only  a  few  feet  across — with  bold  water  up  to  it.  And  because  it  is  said  to  be  in  a  part  of  the  ocean  that 
is  so  much  frequented  as  is  this,  it  is  a  matter  of  great  importance  to  the  mariner  that  all  doubts  as  to  its 
existence  and  locality  should  be  removed.  I  have  the  reports  of  navigators  who  have  seen  it,  and  who 
have  passed  so  close  to  it  that  they  might  have  thrown  a  biscuit  upon  it.  But  its  position  is  vaguely 
described. 

I  have  received  the  following  "  Notice  to  Mariners." 

"  On  the  2d  Dec.  (1849),  the  ship  Marmion,  Capt.  Freeman,  from  Liverpool,  when  in  long.  69°  29'  W.; 
lat.  41°  05'  to  41°  01',  got  in  between  two  tide  rips,  which  broke.  Capt.  F.  had  been  sounding  21  fathoms, 
and  on  steering  S.  by  E.  to  S.  by  "W.  found  as  little  as  seven  fathoms,  which  of  course  would  be  dangerous 
in  blowing  weather.         *         *         * 

"  G.  W.  BLUNT." 

And  in  addition  the  following  has  been  published  touching  the  same: — 

National  Observatory,  Fehruary  10,  1851. 

Sir  :  Captain  R.  F.  Hartshorn,  of  the  ship  E.  Z.,  reports  in  his  Abstract  Log  kept  for  this  oflice,  the 
discovery  of  a  shoal  in  a  much  frequented  part  of  the  ocean,  viz :  near  Nantucket  Shoals,  and  directly  in 
the  route  hence  to  Europe. 

Extract  from,  his  log  from  Liverpool  to  New  York,  last  July — 

"N.  B.— During  the  two  days,  the  20th  and  21st  July,  I  was  beating  between  lat.  41°  10'  to  41°,  and 
long.  G9°  to  69°  40';  the  fog  very  thick.    Several  times,  I  shoaled  the  water  suddenly  from  20  fathoms  to  8 


ROUTES  TO  AND  FROM  KUROPE.  393 

and  7 — steering  S.  S.  W.  to  S.  by  W.  I  am  certain  there  must  be  a  very  shoal  spot  in  the  neighborhood 
of  69°  30',  or  69°  35',  and  lat.  41°  to  41°  08'.  I  had  the  lead  constantly  going  during  the  56  hours,  and 
tlie  soundings  differed  very  materially  from  Blunt's  Charts  Soundings. 

"  I  have  sounded  a  good  deal  about  Nantucket  Shoals  during  the  last  eight  years,  and  find  the  depths 
of  water  in  the  same  places  have  changed  more  than  I  could  have  possibly  believed;  but  it  is  a  positive 
fact." 

The  place  of  this  shoal  is  six  or  eight  miles  to  the  southward  and  eastward  of  Davis's  Bank,  discovered 

by  the  Coast  Survey  in  1846.     It  is  possible  that  this  may  be  the  shoal  reported  by  Captain  Hartshorn  ; 

but  doubt  as  to  the  existence  of  dangers  in  such  a  frequented  part  of  the  ocean,  cannot  be  harmlessly 

tolerated.     I  therefore  would  recommend  a  careful  examination  of  tlie  locality. 

Eespectfully,  &c. 

M.  F.  MAURY. 
Hon.  Wm.  A.  Graham, 

Secretary  of  the  Navy. 

These  reports  as  to  danger  in  this  part  of  the  ocean,  led  to  an  examination  of  this  locality  by  the 

Coast  Survey.     The  result  was,  thanks  to  Capts.  Freeman  and  Hartshorn,  the  discovery  of  three  shoals. — 

Vide  Coast  Survey  Chart:  Davis's  South  Shoal  and  other  Dangers,  1852. 

The  best  Average  Routes  to  and  fro  between  New  YorJc,  Cape  Clear,  and  the  English  Channel.       : 

Tliese  routes  are  calculated  from  the  Pilot  Chart,  also ;  and  they  represent  each  for  its  month,  the  best 
track  on  the  average,  which  a  vessel  can  make. 

The  navigator  who  intends  to  follow  any  one  of  these  routes,  should  lay  it  down  on  his  chart  from  the 
table ;  and  when  he  gets  thrown  oft'  of  it  by  the  winds  and  currents,  as  he  often  will,  he  should  then,  instead 
of  turning  out  of  his  way  to  get  back  to  it,  recollect  that  if  a  special  route  were  now  calculated  for  him 
from  his  position,  it  probably  would  not  touch  the  pi-ojected  route  at  all.  lie  therefore  is  in  a  new 
position,  and  must  consult  his  Pdot  Chart  as  to  future  courses  and  route.  In  recommending  these  routes, 
and  in  speaking  of  them,  I  wish  navigators  to  understand  and  bear  in  mind  always,  that  I  am  speaking 
from  the  information  before  me,  which  is  sometimes  imperfect  and  often  deficient.  When  full  and 
complete,  it  may  modify  present  conclusions ;  present  conclusions,  therefore,  must  be  regarded  only  as 
approximations. 

If  every  vessel,  whose  log  between  this  and  Europe  has  aflbrded  materials  for  the  Pilot  Chart,  had 
always  taken  the  most  judicious  course ;  and  when  she  was  headed  oft",  if  she  had  in  every  instance  taken 
that  tack  which  was  really  the  best ;  and  then,  if  a  line  had  been  drawn  to  represent  on  the  Chart  the 
average  or  mean  track  of  all  those  vessels  for  Januar}-,  February,  March,  or  April,  and  the  other  months, 
then  that  line  would  be  represented  by  the  route  as  given  in  the  tables  for  that  mouth. 

In  other  words,  the  vessels  that  shall  pursue  the  routes  here  given,  will  pursue  exactly  that  course 
which  the  experience  of  all  has  shown  to  be  the  best  on  the  average. 
50 


394  THE  WIND  AND  CURRENT  CHARTS. 

By  consulting  tbe  Pilot  Chart,  or  the  column  "  Total  No.  of  Observations,"  in  the  table  of  Eoutes,  itl 
will  be  observed  that  for  the  mouths  for  which  the  routes  are  given  for  European  traders,  I  have  not 
observations  enough  to  the  north  of  45°  N.,  and  west  of  45°  W.,  to  enable  mo  to  speak  of  the  advantages 
or  disadvantages  of  making  that  part  of  the  ocean  a  gi-eater  thoroughfare  than  it  is. 

Take  the  route  from  New  York  in  March  for  illustration :  It  will  be  seen  by  the  table  that  the  course 
recommended  from  longitude  55°  to  50°,  is  east,  and  that  the  winds  are  from  E.  on  the  average  1.9  per  cent, 
of  the  time,  and  that  a  vessel  in  steering  E.  there,  would  be  headed  off  from  her  course  by  slant  winds  from 
the  northward,  2.8  times ;  and  by  slant  winds  from  the  southward,  15.9  times  in  the  hundred — and  that 
these  proportions  are  derived  from  the  records  of  108  vessels  between  these  meridians  in  that  month,  or, 
which  is  the  same,  by  108  observations  there,  during  the  month  of  March  C)f  different  years. 

The  south,  therefore,  is  the  windward  side  then  and  there ;  therefore  these,  facts  thus  presented,  will 
leave  the  navigator,  when  he  comes  to  be  headed  off  in  that  part  of  his  route,  in  no  doubt  as  to  which  tack 
to  go  u)3on ;  with  the  wind  directly  ahead  or  east,  he  should  stand  to  the  southward  or  to  windward, 
because  the  probabilities  of  the  wind's  coming  oat  from  that  quarter  are  greater  than  they  are  that  it  will 
come  from  the  northward. 

Again,  from  the  meridian  of  35°  to  30°  W.,  the  best  average  course  is  E.N.  E. — 1.3  per  cent,  of  the 
winds  are  dead  ahead,  and  19  are  slant  from  the  northward  against  4.3  from  the  other  side.  Here  then  it  is 
shown,  from  the  records  of  80  vessels,  that  the  northward  is  the  windward  side. 

I  have  the  records  of  two  vessels  which  were  together  in  this  part  of  the  ocean,  on  their  way  to 
Europe;  they  liad  kept  together  so  far  on  their  way;  they  saded  alike;  when  they  arrived  here,  the  wind 
came  out  ahead — one  went  off  on  the  larboard  ami  the  other  on  the  starboard  tack ;  the  latter  arrived  in 
port  ten  days  before  the  other.  With  the  Pilot  Chart  on  board,  it  would  have  been  impossible  for  the 
other  vessel  so  to  have  mistaken  the  chances  in  favor  of  her  proper  course.  Captain  Hartshorn,  of  the 
E.  Z.,  informs  me  that  on  his  last  voyage  in  185'2,  from  Liverpool  to  New  York,  he  made  these  Charts  his 
guide ;  that  he  made  the  most  remarkable  passage  of  the  season  (10  days),  and  that  vessels  which  sailed 
about  the  same  time  he  did,  did  not  arrive  for  twenty  days  and  more  after  he  did.  He  attributed  his 
success  to  the  lights  which  the  experience  of  others,  expressed  by  these  Charts,  afforded  him. 

I  have  not  calculated  the  track  beyond  10°  W.  oft'  Cape  Clear  for  the  Liverpool  track ;  nor  beyond 
5°  W.  for  the  English  Channel,  because,  beyond  these  meridians,  the  best  course  to  steer  is  indicated  by 
the  laud  and  the  winds  that  hajipen  to  prevail. 


KOUTliS   TO   ANV   FliOM    KUKOl'E. 


ROUTES  BETWEEN  NEW  YORK  AND  EUROPE. 


895 


Best  Average  Routes  between  New  Yokk  axu  LoxCx.  10°  W.,  for  Vessels  bound  to  and  from 
Liverpool  ;  also,  between  New  York  and  Long.  5°  W.,  for  Vessels  bound  in  or  out  of  the 
English  Channel. 

Neiv  YorJc  to  EnroiK. — January. 


distances. 

WINDS;  PER  CENT. 

ude. 

Long 

tuJe. 

Cour.se. 

Total  No. 
observa- 
tions. 

Latit 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FEOM 

Fair. 

Calms. 

N'd.          S'd. 

40° 

28' 

74° 

00' 

to 

40 

28 

70 

00 

E. 

182 

6.2 

193 

6.2 

6.0 

5.0 

82.8 

2.1 

97 

42 

02 

65 

00 

E.  N.  E. 

245 

10.4 

271 

2.8 

5.6 

10  13.3 

78.3 

3.6 

143 

43 

33 

60 

00 

E.  N.  E. 

238 

20.8 

287 

8.0 

12.8 

12.8 

66.4 

3.2 

64 

43 

33 

55 

QOd 

E. 

217 

4.2 

226 

0.0 

w  11.0 

4.4 

84.6 

4.4 

94 

45 

03 

50 

00 

E.  N.  E. 

233 

14.4 

266 

4.8 

lu  13.2 

8.4 

73.6 

8.5 

89 

45 

03 

45 

00 

E. 

212 

11.4 

236 

0.0 

14.3 

14.3 

71.4 

0.0 

7 

' 

45 

28 

40 

00c? 

E. 

212 

6.8 

226 

0.0 

3.1 

lu  18.6 

78.3 

0.0 

32 

45 

27 

35 

00 

E. 

212 

5.1 

223 

1.5 

3.0 

4.5 

91.0 

9.2 

71 

46 

30 

30 

00 

E.  N.  E. 

227 

8.5 

246 

2.2 

9.9 

9.9 

78.0 

2.1 

94 

47 

55 

25 

OOd 

E.  N.  E. 

221 

5.6 

233 

0.0 

4.8 

10  13.2 

82.0 

7.0 

92 

47 

55 

20 

00 

E. 

201 

8.1 

217 

1.5 

9.0 

w  12.0 

77.5 

3.1 

67 

49 

17 

15 

00 

E.  N.  E. 

214 

2.2 

219 

0.0 

1.4 

10    8.4 

90.2 

2.8 

74 

50 

00 

12 

20 

E.  N.  E. 

113 

6.3 

120 

2.1 

4.2 

4.2 

89.5 

0.0 

43 

)To 

j  Liverpool. 

50 

38 

10 

00 

E.  N.  E. 

98 
2825 

15.1 

112 

5.8 

10  13.6 

2.9 

77.7 

1.9 

105 

3075 

49 

17 

10 

00 

E. 

196 

8.0 

212 

4.2 

w    4.2 

0.0 

91.6 

0.0 

43 

|To 

j  Channel. 

49 

3G 

5 

00 

E.iN. 

196 
3006 

24.9 

245 

8.3 

0.0 

W41.5 

50.2 

0.0 

12 

3300 

896 


THE   WINI>   AND   CUEIiENT   CUAKTS. 


New  York  to  Ei 

irope. 

— Februaey. 

Longitude. 

Course. 

DLSTANCES. 

WINDS;  PER  CENT. 

Total  No. 
observa- 
tions. 

Latitude. 

True 

Per  cent 

Average 

Head 

SLANTS  FROM 

Fair. 

Calms. 

N'd. 

S'd. 



From 

40°  27' 

74° 

OO'to 

40     45 

70 

00 

E.iN.* 

182 

7.7 

196 

1.0 

8.7 

w  10.5 

79.8 

19 

106 

41     42 

65 

00 

E.byN.iN. 

233 

8.2 

252 

3.4 

w    8.5 

3.4 

84.7 

6  6 

62 

43     13 

60 

00 

E.N.E. 

238 

5.7 

251 

0.0 

tv  12.0 

8.4 

79.6 

0  0 

84 

44     42 

00 

00 

E.N.E. 

234 

10.8 

259 

2.2 

11.0 

11.0 

75.8 

78 

96 

44     42 

oO 

OOu! 

E. 

213 

9.0 

232 

8.3 

m;12.1 

3.3 

81.3 

2.3 

88 

44     42 

4b 

00 

E. 

213 

7.4 

228 

0.0 

w  13.0 

8.0 

79.0 

^9 

105 

45     00 

40 

00 

E.iN. 

212 

5.9 

229 

2.8 

1.4 

w    2.8 

93.0 

4.4 

70 

46     26 

30 

00 

E.  N.  E. 

225 

6.1 

235 

0.0 

8.2 

IV  19.2 

77.6 

3.1 

65 

47     50 

30 

00 

E.N.E. 

221 

7.8 

239 

1.0 

7.0 

w  13.0 

79.0 

49 

106 

49     13 

20 

00 

E.KE. 

217 

3.6 

225 

0.9 

2.7 

w    4.5 

91.9 

4.3 

111 

49     13 

20 

OOt/ 

E. 

197 

10.3 

216 

3.0 

8.0 

8.0 

81.0 

4.0 

103 

50     00 

15 

00 

E.byN.iN. 

200 

8.6 

217 

4.2 

4.2 

xu    5.6 

86.0 

14 

69 

50    50 

10 

00 

E.byN.iN. 

196 

2781 

11.2 

217 

3.6 

5.4 

IV  16.2 

74.8 

8.5 

118 

To  Liverpool. 

2996 

49     30 

10 

00 

E.fS. 

200 

16.7 

233 

5.7 

w  22.8 

jv    7.6 

63.9 

1.9 

52 

)To 

j  Channel. 

49     30 

5 

00 

E. 

195 
2980 

9.9 

214 

0.0 

16.6 

16.6 

66.8 

0.0 

6 

8226 

Average  sailing  distance,  to  10°  W.,  by  this  route,  to  Liverpool,  2,996  miles,  for  215  of  which  the 
winds,  on  the  average,  are  dead  ahead. 


Ditto  to  5°  ditto  English  Channel,  for  246  of  which  the  winds,  on  the 


average,  are  dead  ahead. 


*  Nantucket  Shoals  are  in  the  way  of  an  E.  N.  E.  course,  which  would  be  the  best. 


ROUTES   TO    AND   FKOM   EUROPE. 


397 


A^civ  York  to  Europe. — MARCH. 


DISTANCES. 


WINDS:  PER  CENT. 


Latitude. 


40°  27' 

■iO  27 

■±0  00 

42  45 

42  00 

43  31 
43  31 
43  31 
43  31 
43  31 

45  00 

46  27 

46  27 

47  52 
50  00 
50  44 


50     00 
49     40 


Longitude. 


74°  OO'to 

70  00 

65  00 

62  30 

60  OOd 

55  00 

50  00 

45  00 

40  00 

35  00 

30  00 

25  OOrf 

20  00 


Course. 


True. 


15 

00 

11 

45 

10 

00 

10 

00 

5 

00 

E. 


E. 


IS. 


Per  cent. 


E. 

182 

E.N.E. 

245 

E.N.E. 

119 

E.S.E. 

119 

E.N.E. 

238 

E. 

217 

E. 

217 

E. 

217 

E. 

217 

E.N.E. 

233 

E.N.E. 

226 

E. 

206 

E.N.E. 

221 

N.E. 

181 

N.E.byE. 

81 

2919 

67 
194 


3099 


12.4 

7.2 

13.1 

13.7 

13.2 

7.9 

9.4 

3.7 

7.6 

4.3 

8.4 

3.2 

6.7 

5.4 

10.8 


11.8 
10.0 


SLANTS  FROM 


Average. 'Head. 


N'd. 


S'd. 


205 
263 
134 
135 
269 
234 
238 
225 
234 
243 
245 
212 
236 
191 
90 


3154 

75 
213 


3352 


Fair. 


6.2 

7.2 
2.5 
4.2 
9.6 
1.9 
1.7 
1.6 
0.0 
1.3 
4.4 
0.0 
0.0 
0.0 
5.4 


3.0 
17.0 


2.8 
7.1 

13.2 

13.3 
7.1 
2.8 

10.3 
2.1 
2.9 

19.0 
4.4 
7.0 

12.0 
4.0 
6.0 


6.9  i  84.1 


10 

w  15.8 

IV  15.0 

13.0 

lu  15.1 

w  15.9 

8.5 

3.2 

7.6 

4.3 

1.1 

2.2 

6.3 

m;12.0 

w  8.4 


9.0 
25.0 


9.0 

8.3 


69.9 
69.3 
69.5 

68.2 
79.4 
79.5 
93.1 
89.5 
75.4 
90.1 
90.8 
81.7 
84.0 
80.2 


79.0 
49.7 


Total  No. 
observa- 
tions. 


Calms. 


4.1 
1.4 

4.1 

5.3 
0.9 
2.5 
5.0 
4.8 
3.9 
1.1 
2.2 
0.0 
0.0 
3.5 


0.0 
0.0 


151 
206 

126 

118 

108 

121 

200 

109 

80 

90 

90 

74 

67 

116 


67 
12 


To  Liverpool 


To 
Chanuel 


Neiu  I 

''ork  to  Europe. — APRIL. 

DISTANCES. 

WINDS;   PER  CENT. 

ude. 

Longitude. 

Course. 

Total  No. 
observa- 
tions. 

Latit 

True. 

Per  cent. 

Average.  Head. 

SLANTS  FKOM 

Fair. 

Calms. 

N'd. 

S'd. 

40° 

27'' 

74° 

OO'to 

40 

27 

70 

00 

E. 

182       9.2 

199 

3.0 

9.6 

jcll.4    76.0 

7.1 

180 

42 

00 

65 

QOd 

E.N.E. 

244   12.3 

274 

3.2 

8.3 

wll.l 

77.4 

2.5 

161 

42 

00 

60 

00 

E. 

223 

12.7 

251 

5.2 

7.8 

w    9.1 

77.9 

7.3 

88 

43 

31 

55 

00 

E.N.E. 

237 

7.9 

256 

2.4 

6.4 

5.7 

85.5 

4.1 

126 

45 

00 

50 

00 

E.N.E. 

233 

5.0 

244 

0.0 

lu    9.9 

lu    7.2 

82.9 

10.1 

120 

46 

21 

45 

OOcZ 

E.N.E. 

226 

3.3 

233 

0.0 

0.0 

8.3 

91.7 

0.0 

12 

46 

27 

40 

00 

E. 

207 

6.6 

320 

0.0 

lu    5.5 

IV  16.5 

78.0 

5.6 

19 

46 

27 

35 

00 

E. 

207 

5.5 

218 

2.5 

5.0 

0.0 

92.5 

7.6 

42 

46 

27 

30 

00 

E. 

207 

10.1 

228 

0.0 

8.8 

w20.9 

70.3 

5.5 

92 

47 

52 

25 

00 

E.N.E. 

221 

15.6 

255 

5.2 

11.8 

m;16.3 

66.7 

7.4 

145 

49 

14 

20 

OOd 

E.N.E. 

215 

12.9 

242 

4.2 

6.7 

IV  10.9 

78.2 

5.9 

125 

49 

14 

15 

00 

E. 

196 

8.8 

213 

3.6 

m;13.2 

3.6 

79.6 

7.5 

86 

49 

14 

10 

00 

E. 

196 

4.6 

205 

1.1 

1.1 

w    7.7 

90.1 

0.0 

89 

49 

80 

5 

00 

E.JN. 

196 
2990 

20.9 

237 

5.5 

ll.O 

lu  33.0 

50.5 

5.6 

12 

To  Channel. 

3375 

50 

00 

13 

06 

E.N.E. 

79 

4.0 

82 

1.1 

4.4 

5.5 

89.0 

0.0 

89 

1  To 

j  Liverpool. 

Cape 

Clear 

10 

00 

E.N.E. 

130 
2807 

3.6 

135 

0.0 

3.6 

3.6 

92.8 

0.0 

80 

3150 

398 


THE   WIND   AND   CUERENT   CHARTS. 


" 

New 

Yorlx  io  Euro2^e. 

—May. 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Loiigi 

tilde. 

Course. 

observa- 

tions. 

Direct. 

Per  cent. 

True. 

Ileail. 

North. 

South. 

F.air. 

Calms. 

Sandy 

Uook  to 

40°  27' 

74° 

00' 

42     00 

70 

00 

E.fS. 

185 

14.4 

211 

5.4 

9.1 

7.7 

77.8 

4.0 

235 

41     34 

65 

00 

E.N.E. 

246 

10.2 

271 

2.7 

11.0 

6.8 

79.5 

7.3 

281 

43     06 

60 

00 

E.N.E. 

240 

10.4 

265 

1.2 

18.2 

7.8 

62.8 

3.9 

189 

44    36 

55 

00 

E.N.E. 

234 

8.8 

254 

1.2 

4.3 

11.0 

83.5 

3.0 

170 

44    36 

50 

00 

E. 

214 

11.5 

238 

3.9 

8.5 

8.5 

79.1 

3.9 

160 

44     36 

45 

00 

E. 

214 

7.3 

229 

2.2 

7.6 

6.0 

84.2 

4.8 

195 

44     36 

40 

00 

E. 

214 

5.6 

226 

1.1 

6.8 

5.1 

87.0 

2.9 

180 

45     00 

35 

00 

E.iK 

215 

4.3 

224 

0.0 

5.3 

10.1 

84.6 

1.5 

136 

45     00 

30 

00 

E. 

212 

4.8 

222 

0.7 

7.8 

4.3 

87.2 

4.8 

132 

45     00 

25 

00 

E. 

212 

5.1 

223 

0.8 

6.4 

4.0 

88.8 

5.6 

131 

48     25 

20 

00 

N.E. 

290 

9.6 

318 

3.0 

9.0 

9.0 

79.0 

3.0 

137 

48     25 

15 

00 

E. 

198 

11.5 

220 

2.9 

10.9 

10.2 

76.0 

3.6 

142 

48     25 

10 

00 

E. 

198 

16.8 

231 

4.8 

21.6 

10.4 

63.2 

3.2 

129 

To  Channel 

E.N.E. 

210 

16.8 

245 

2.8 

11.3 

33.6 

52.3 

5.5 

38 

3082 

3377 

50     16 

15 

00 

E.KE. 

212 

16.4 

246 

8.7 

8.7 

75.3 

3.6 

142 

To  Liverpool 

10 

00 

E.N.E. 

194 

14.0 

221 

4.4 

13.2 

79.1 

1.1 

96 

2882 

3148 

Neio  York  to  Europe. 

—June 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 

tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

Sandy 

Hook  to 

40°  08' 

73° 

00' 

E.S.E. 

50 

9.7 

55 

1.7 

11.0 

9.2 

78.1 

|2.7 

232 

41     13 

70 

00 

E.N.E. 

170 

8.7 

185 

1.8 

4.8 

10.9 

82.5 

42     45 

65 

00 

E.N.E. 

241 

8.5 

261 

1.8 

3.5 

3.9 

90.8 

3.5 

235 

42     45 

60 

00 

E. 

220 

10.9 

244 

4.5 

8.0 

4.5 

83.0 

3.8 

216 

44     15 

55 

00 

E.N.E. 

236 

8.5 

256 

3.3 

3.8 

7.1 

85.8 

1.1 

184 

45     43 

50 

00 

E.N.E. 

230 

5.1 

242 

0.5 

6.8 

8.2 

85.5 

3.1 

202 

47     10, 

45 

00 

E.  N.  E. 

224 

5.9 

237 

2.3 

0.0 

6.8 

90.0 

0.0 

44 

48     33 

40 

00 

E.N.E. 

217 

4.8 

227 

1.4 

0.9 

7.0 

91.6 

9.9 

78 

49     54 

35 

00 

E.  N.  E. 

212 

10.7 

234 

3.1 

5.0 

11.9 

80.0 

3.1 

165 

51     13 

30 

00 

E.N.E. 

207 

2.0 

211 

4.0 

0.0 

2.0 

94.9 

0.0 

47 

51     13 

25 

00 

E. 

188 

0.8 

189 

0.0 

9.0 

2.0 

98.0 

6.1 

52 

51     13 

20 

00 

E. 

188 

2.2 

192 

0.0 

0.0 

6.9 

93.1 

2.3 

44 

51     00 

15 

00 

E.iS. 

190 

15.4 

218 

7.2 

6.0 

4.7 

82.1 

0.0 

82 

50    40 

10 

00 

E.iS. 

194 

10.0 

214 

4.9 

13.3 

15.4 

66.4 

5.6 

150 

To  Channel 

209 

5.1 

219 

3.9 

18.2 

1.3 

76.6 

0.0 

78 

2976 

3184 

According  to  the  Charts,  this  is  the  best  track  yet  developed,  and  ought  to  give  the  shortest  passages. 


ROUTES   TO   AND    F150M   EUliOI'E. 


399 


Neio  Yorh  to  Europe. — JuLY. 

DISTAXCKS. 

WIND 

-;;    Pini  CKNT. 

Total  No. 

Lati 

lulc. 

Loi 

gitude. 

Course. 

observa- 
tions. 

Direct. 

Ter  cent. 

True. 

Head.  J  North. 

South. 

Fair. 

Calms. 

40^ 

27' 

74° 

00' to 

40 

27 

70 

00 

E. 

182 

12.0 

204 

3.6 

7.2 

5.1 

84.1 

4.2 

322 

(,'alms. 

42 

00 

65 

00 

E.N.E. 

246 

5.0 

260 

3.0 

7.0 

9.1 

80.9 

8.7 

414 

Calms. 

43 

30 

60 

55 

E.N.E. 

237 

4.2 

247 

0.9 

3.3 

4.8 

91.0 

8.4 

350 

43 

30 

55 

00 

E. 

218 

10.3 

240 

4.4 

5.6 

8.0 

82.0 

5.6 

263 

44 

59 

50 

00 

E.N.E. 

233 

5.9 

244 

0.4 

8.8 

7.6 

83.2 

5.4 

236 

44 

59 

45 

00  d 

E. 

212 

12.6 

238 

4.4 

8.1 

8.1 

79.4 

8.1 

173 

45 

40 

40 

00 

E.byN. 

214 

8.0 

231 

1.0 

8.0 

3.0 

88.0 

4.0 

103 

47 

06 

35 

00 

E.N.E. 

224 

3.3 

231 

0.0 

2.2 

11.0 

86.8 

4.6 

95 

47 

06 

30 

00 

E. 

204 

6.9 

216 

1.1 

10.6 

4.1 

84.2 

3.2 

77 

47 

06 

25 

00 

E. 

204 

9.0 

292 

2.1 

10.6 

8.2 

79.1 

6.5 

100 

48 

29 

20 

00 

E.N.E. 

218 

8.8 

237 

4.2 

2.1 

6.3 

87.4 

9.4 

105 

49 

50 

15 

00 

E.N.E. 

213 

8.5 

231 

2.5 

13.2 

3.3 

81.0 

2.5 

125  ) 
92  f 

Liverpool. 

50 

30 

10 

00 

To  Liv'pool 

195 

13.4 

220 

5.7 

5.6 

9.1 

79.6 

4.5 

2800 

3021 

48 

29 

15 

00 

E. 

198 

5.8 

209 

2.5 

5.8 

0.8 

90.9 

2.5 

125) 

48 

29 

10 

00 

E. 

198 

17.8 

234 

6.5 

17.5 

3.2 

72.8 

2.2 

94  1 

Channel. 

49 

00 

To  Chanuel 

E.N.E. 

213 

12.8 

240 

0.0 

28.0 

8.0 

64.0 

0.0 

24] 

Neio  Yo 

7i-  to  Eunq^e.— 

-August. 

DISTANCES. 

WINDS ;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 
tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

40°  27'cZ 

74° 

OO'to 

40     00 

70 

00 

E.  f  S. 

186 

13.0 

209 

3.0 

9.5 

18.0 

69.5 

6.0 

194 

39     lid 
39     12 

67 
65 

80 
00 

E.  S.  E. 
E. 

125 
116 

8.7 
6.6 

135 

123 

3.1 

1.6 

2.9 

17.0 

10.7 
7.1 

83.3 
74.3 

I  3.0 

229 

39     12 

62 

30 

E. 

116 

8.0 

125 

3.0 

6.5 

5.5 

85.0 

■4.3 

193 

40     00 

60 

00 

E.N.E. 

125 

7.6 

134 

2.0 

9.5 

5.0 

83.5 

41     34 

55 

00 

E.N.E. 

246 

7.1 

263 

7.1 

7.0 

8.4 

77.5 

6.8 

157 

43     06 

50 

00 

E.N.P]. 

241 

11.1 

268 

8.0 

6.5 

11.0 

79.5 

6.5 

213 

44     36 

45 

00 

E.N.E. 

235 

14.3 

268 

4.8 

12.0 

12.6 

70.6 

3.7 

166 

45     00 

44 

26 

N.E. 

34 

9.4 

37 

2.8 

4.5 

11.2 

81.5 

5.0 

147 

48     08 

40 

00 

N.E. 

260 

1  . 

279 

0.0 

11.4 

12.6 

76.0 

7.9 

123 

48     00 

35 

00 

E. 

201 

8.2 

217 

2.4 

7.2 

7.2 

83.2 

9.4 

129 

48     00 

30 

00 

E. 

201 

8.0 

217 

3.0 

4.0 

5.0 

88.0 

2.9 

106 

48     00 

25 

00 

E. 

201 

3.0 

207 

0.0 

5.0 

6.0 

89.0 

1.1 

92 

48     00 

20 

00    • 

E. 

201 

8.4 

218 

3.0 

9.0 

1.5 

86.5 

7.8 

69 

48     00 

15 

00 

E. 

201 

3.0 

207 

0.0 

8.0 

2.0 

90.0 

4.2 

100 

49     22 

10 

00 

E.N.E. 

214 

3.7 

221 

0.8 

11.2 

0.0 

88.0 

3.2 

180 

Liverpool. 

49     30 

5 

00 

E. 

195 

5.0 

205 

0.0 

5.1 

8.4 

86.0 

0.0 

36 

Channel. 

3098 

3333 

400 


THE   WIND   AND    CURRENT   CHARTS. 


Ne 

w  York  to  Europe. — September. 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latit 

ude. 

Lon 

gitude. 

Course. 

ohserva- 
tions. 

True. 

Per  cent. 

Average. 

Head. 

North. 

South. 

Fair. 

Calms. 

40° 

27' 

74° 

OO'to 

40 

40 

00 
49 

72 
70 

35 
00 

E.S.E. 
E.N.E. 

71 
128 

5.4 
15.3 

75 
147 

0.0 
0.9 

9.9 
30.6 

5.4 

9.0 

84.7 

59.5 

!« 

115 

40 

49 

(35 

00 

E. 

227 

10.4 

250 

4.2 

9.0 

8.6 

83.2 

5.3 

178 

40 

49 

60 

00 

E. 

227 

15.5 

261 

6.3 

13.3 

4.9 

75.5 

5.3 

159 

42 

22 

;j.j 

00 

E.N.E. 

243 

5.6 

256 

0.0 

13.8 

5.4 

80.2 

3.7 

167 

42 

22 

50 

00 

E. 

222 

16.3 

257 

6.0 

14.4 

9.6 

70.0 

6.2 

172 

43 

68 

45 

00 

E.N.E. 

237 

15.0 

272 

4.9 

11.2 

14.0 

69.9 

5.8 

147 

45 

22 

40 

00 

E.N.E. 

232 

9.8 

255 

4.2 

8.4 

4.2 

83.2 

2.2 

138 

46 

48 

35 

00 

E.N.E. 

225 

8.9 

245 

2.6 

9.1 

7.8 

80.5 

1.3 

78 

' 

48 

12 

30 

00 

E.N.E. 

220 

4.7 

229 

1.2 

6.3 

5.1 

87.4 

6.2 

85 

'o 

49 

35 

25 

00 

E.N.E. 

213 

4.2 

222 

0.0 

9.0 

5.0 

86.0 

8.0 

109 

o 

40 

35 

20 

00 

E. 

192 

12.2 

216 

3.6 

11.7 

15.3 

69.4 

0.9 

111 

a> 

50 

33 

15 

00 

E.byN. 

201 

7.6 

216 

1.8 

8.6 

19.2 

75.4 

1.8 

64 

h3 

50 

33 

10 

00 

E. 

191 

12.8 

213 

3.8 

7.7 

17.6 

71.4 

1.0 

96 

2830 

3114 

45 

22 

35 

00 

E. 

211 

9.9 

232 

3.9 

5.2 

6.5 

84.4 

1.3 

78 

■^ 

45 

22 

30 

00 

E. 

211 

5.3 

222 

1.3 

2.5 

8.8 

87.4 

6.2 

85 

1 — 1 

<D 

46 

48 

25 

00 

E.N.E. 

225 

4.2 

234 

0.0 

9.0 

5.0 

86.0 

8.0 

109 

g 

46 

48 

20 

00 

E. 

205 

12.2 

230 

3.6 

11.7 

9.0 

75.7 

0.9 

111 

rr5 

48 

12 

15 

00 

E.N.E. 

220 

11.4 

245 

3.6 

2.4 

9.6 

84.4 

1.2 

81 

o 

48 

12 

10 

00 

E. 

200 

14.8 

230 

3.6 

21.6 

5.4 

69.4 

1.8 

57 

&H 

40 

34 

0 

00 

E.N.E. 

213 

15.0 

245 

0.0 

10.0 

40.0 

50.0 

0.0 

20 

Europe  tc 

New  York  — 

-January. 

DISTANCES. 

WINDS ;  PER  CENT. 

ude. 

Longitude. 

Course. 

Total 
No.  ob- 

Latit 

True, 

Per  cent. 

Average. 

Head. 

SLANTS   FROM 

Fair. 

Calms. 

serva- 
tious- 

N'd.                S'd. 

49° 

30' 

5° 

OO'to 

49 

30 

10 

00 

w. 

192 

0.0 

192 

0.0 

0.0 

0.0 

100.0 

0.0 

12 

)  From  long, 
i    5°  W. 

49 

30 

15 

md 

w. 

192 

30.2 

250 

12.6 

16.8 

16.8 

53.8 

0.0 

43 

60 

40 

10 

00 

)  From  long. 
\    10°  W. 

49 

80 

15 

00  t^ 

W.byS.fS. 

202 

86.1 

275 

16.5 

15.5 

17.5 

50.5 

1.9 

105 

48 

08 

20 

00 

w.  s.  w. 

213 

87.1 

293 

14.0 

lu  30.8 

23.8 

31.4 

2.8 

74 

46 

45 

25 

00 

w.  s.  w. 

219 

24.0 

272 

9.0 

w  22.5 

7.5 

61.0 

3.1 

67 

45 

18 

30 

00 

w.  s.  w. 

226 

29.3 

292 

10.8 

18.0 

IV  24.0 

47.2 

7.0 

92 

45 

18 

35 

00 

w. 

211 

22.7 

259 

6.6 

15.5 

10  20.9 

57.0 

2.1 

91 

4b 

18 

40 

00 

w. 

211 

28.8 

270 

9.0 

12.0 

IV  28.5 

50.5 

9.2 

71 

43 

49 

45 

00 

w .  s.  w. 

232 

18.9 

276 

5.5 

w  18.7 

16.5 

59.3 

6.8 

78 

43 

49 

50 

Wd 

w. 

215 

19.6 

256 

4.4 

w  20.9 

13.2 

61.5 

0,0 

91 

42 

19 

00 

00 

w.  s.  w. 

237 

17.0 

277 

3.6 

13.2 

w  19.2 

64.0 

8.5 

89 

40 

46 

60 

00 

w.  s.  w. 

244 

22.1 

298 

5.5 

w  25.3 

15.7 

53.5 

4,4 

94 

40 

46 

65 

00 

w. 

225 

16.3 

261 

6.4 

10  14.8 

12.8 

66.0 

3.2 

6> 

40 

4(; 

iO 

00  (/ 

w. 

225 

26.8 

285 

9.1 

w  21.0 

16.7 

58.2 

3.6 

143 

40 

2'/ 

-4 

00  d 

AV.  1 S. 

183 

24.4 

226 

9.0 

w  23.0 

11.0 

57.0 

2.1 

97 

2843 

3540 

ROUTES   TO    AND    FROM    EUKOI'E. 


401 


Average  sailing  distance,  from  5°  W.,  by  this  route,  3,707  miles ;  and  from  10°  ^Y.,  coming  out  of 
Liverpool,  3,5-10.  The  aggregate  of  adverse  winds,  expressed  in  their  equivalents  of  winds  dead  ahead, 
give  697  miles  from  Liverpool,  and  687  from  the  Channel,  for  the  average  number  of  miles  to  be  overcome 
by  a  dead  beat  during  the  voyage.  It  will  be  observed  that  the  most  difRcult  parts  of  the  route,  arc 
between  longitudes  15°  and  20°,  25°  and  30°,  and  35°  and  40°  W.;  and  that  calms  are  most  prevalent 
between  longitudes  25°  and  30°,  35°  and  45°,  and  50°  and  55°  W. 


Europe  to  Neiu  Tori: — February. 


DISTANCES. 

WINDS;  PER 

CENT. 

iicle. 

Long 

tude. 

Course. 

Total  No. 

Lati 

True. 

Per  ceut. 

Average. 

Head. 

SLANTS  FROM 

Fair. 

Calms. 

observa- 
tions. 

N\l. 

S'd. 

49° 

00' 

rfl0° 

OO'to 

47 

38 

15 

00 

W.S.W. 

216 

9.9 

237 

1.9 

10  20.9 

0.0 

77.2 

1.9 

52 

47 

38 

20 

00 

w. 

202 

18.8 

239 

5.6 

11.2 

w  19.6 

63.6 

1.4 

69 

47 

38 

25 

00 

w. 

202 

16.6 

235 

4.0 

15.0 

w  21.0 

60.0 

4.0 

103 

47 

38 

30 

00 

w. 

202 

24.8 

242 

6.3 

17.2 

w  25.4 

51.1 

4.3 

111 

46 

12 

35 

00 

w.s.w. 

225 

22.2 

275 

4.0 

10  27.0 

24.0 

45.0 

4.9 

106 

46 

12 

40 

00 

w. 

208 

29.4 

269 

11.2 

12.8 

w  19.2 

56.8 

3.1 

65 

46 

12 

45 

00 

w. 

208 

17.1 

244 

3.0 

16.5 

w  22.8 

57.7 

1.5 

66 

44 

44 

50 

00  d 

w.  s.  w. 

230 

5.5 

242 

0.0 

9.1 

w  27.3 

63.6 

9.0 

12 

44 

44 

55 

00 

w. 

213 

23.9 

264 

8.8 

to  22.0 

16.5 

52.7 

2.3 

88 

43 

15 

60 

00 

w.  s.  w. 

234 

16.7 

275 

4.4 

IV  25.3 

7.7 

62.6 

7.8 

96 

41 

44 

65 

00  c? 

W.S.W. 

239 

20.9 

288 

6.0 

w  31.2 

8.4 

55.0 

0.0 

84 

40 

44 

70 

00 

W.byS.*S. 

233 

24.1 

290 

8.5 

w  27.2 

11.9 

52.4 

6.6 

62 

40 

29 

74 

00 

w.|s: 

184 

11.3 

204 

0.0 

w  21.1 

13.5 

65.4 

1.9 

106 

2796 

3304 

Average  sailing  distance,  from  10°  W.  by  this  route,  3,304  miles;  for  508  of  which  the  winds  average 
ahead.  It  will  be  observed  that,  from  longitude  25°  to  35°,  a  vessel  is  more  liable  to  adverse  than  fair 
winds ;  and  further,  that  in  this  month  the  winds  prevail  very  much  from  the  westward,  though  not  so 
much  so  as  in  some  of  the  other  months.     From  port,  steer  for  longitude  10°  in  latitude  49°. 


402 


THE    WIND    AND    CUKKEXT    CIIAKTS. 


Europe  to  Neiv  York. — March. 


DISTANCES. 

WINDS;  PER  CENT. 

Lon 

gitudc. 

Course. 

Total  No. 
observa- 

Latitiiik'. 

True. 

Per  cent. 

-Vvorage. 

Head. 

SL.^STS  FROM 

Fair. 

Calms. 

tions. 

N'd. 

S'd. 

49°  30' 

5° 

OO'to 

50     00 

0 

54 

W.  N.  W. 

79 

0.0 

85 

0.0 

to  10.0 

8.3 

75.1 

0.0 

12) 

From 

50     49 

10 

00 

AV.N.W. 

128 

15.4 

147 

8.0 

14.0 

14.0 

09.0 

2.7 

38  f 

Channel. 

50     00 

13 

(10 

W.  S.  W. 

128 

25.9 

101 

10.0 

10.4 

18.0 

55.0 

3.5 

110 

49     30 

15 

0(.» 

W.  S.  W. 

79 

23.0 

97 

3.0 

w  38.0 

21.0 

38.0 

0.0 

67 

49     30 

20 

00 

W. 

195 

24.0 

244 

6.0 

lu  20.0 

23.0 

4(i.0 

0.0 

74 

49     30 

25 

00  d 

W. 

195 

17.5 

228 

3.3 

17.0 

tv  25.3 

54.4 

2.2 

90 

40     05 

30 

(X) 

W. 

290 

20.5 

300 

9.0 

w  30.8 

8.2 

52.0 

1.1 

90 

40     05 

35 

00 

S.W. 

208 

14.8 

238 

3.4 

15.4 

IV  21.0 

00.2 

1.7 

59 

40     05 

40 

00 

W. 

208 

25.0 

2()0 

9.1 

7.0 

IV  25.0 

58.9 

1.2 

82 

40     05 

45 

00 

W. 

208 

22.0 

253 

6.0 

19.0 

20.0 

55.0 

1.5 

67 

40     05 

50 

00 

W. 

208 

12.0 

234 

6.0 

IV    6.0 

3.0 

85.0 

0.0 

36 

45     00 

53 

40  (/ 

W. 

170 

10.0 

187 

0.0 

IV  23.0 

0.0 

75.0 

8.3 

13 

44     37 

ou 

00 

w.  rt.  w. 

01 

13.9 

148 

4.7 

IV  12.3 

8.4 

74.6 

0.9 

108 

43     08 

OO 

00 

W.  S.  AV. 

234 

8.9 

255 

0.9 

IV  16.9 

8.9 

73.3 

5.3 

118 

41     30 

05 

00  c? 

w.  s.  w. 

239 

17.3 

280 

4.2 

lu  18.2 

14.1 

63.5 

4.1 

126 

40     02 

70 

00 

W.S.W. 

245 

17.2 

280 

4.1 

wlS.S 

12.8 

04.3 

1.4 

200 

39     37 

71 

00 

w.  s.  w. 

05 

19.4 

77 

5.7 

15.2 

14.4 

04.7 

2.0 

457 

40     27 

74 

00  d 

W.bjN.fN. 

140 

20.7 

170 

5.5 

IV  20.0 

15.6 

58.9 

3.0 

304 

3080 

3722 

Average  .sailing  distance,  from  5°  W.  by  this  route,  3,722  miles.  The  average  per  centum  of  adverse 
winds  is  equivalent  to  wind.s  dead  ahead  for  630  miles.  It  will  be  observed  that  the  most  difficult  part  of 
this  route  is  between  longitude  10°  and  80°  W.,  where  there  are  few  calms,  but  a  great  prevalence  of 
westerly  winds.  .  .       . 

Europe  to  New  Yorl\ — APKIL. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Lati 

tudc. 

Lot) 

gilude. 

Course. 

observa- 
tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

49° 

30' 

5° 

OO'to 

49 

30 

10 

00 

w. 

195 

9.0 

213 

5.5 

IV  11.0 

5.5  ,  78.0 

5.0 

19  \ 
89 

From 

49 

80 

15 

00  d 

w. 

195 

12.7 

230 

1.1 

14.7 

13.2  ;  71.7 

0.0 

Channel. 

50 

40 

10 

00 

49 

30 

15 

00 

W.  f  s. 

205 

21.0 

248 

7.5 

17.1 

18.2 

57.2 

4.0 

85 

40 

00 

20 

00 

S.W. 

289 

9.8 

817 

9.8 

IV  18.0 

13.2 

49.0 

7.5 

86 

45 

00 

21 

34 

S.W. 

93 

11.9 

104 

2.5 

w  14.3 

11.7 

71.5 

5.9 

125 

44 

4() 

25 

00 

W.  i  w. 

147 

15.1 

168 

0.0 

14.0 

w  83.6 

52.4 

5.7 

37 

45 

0(.» 

3(j 

00 

W.  i  N. 

147 

10.2 

171 

6.0 

7.5 

w  13.0 

73.5 

4.5 

70 

44 

40 

-:>.) 

00 

W.  1  s. 

147 

16.8 

172 

6.7 

8.6 

IV  10.5 

74.2 

1.0 

104 

44 

40 

40 

00 

w. 

313 

20.2 

256 

12.4 

12.5 

IV  22.9 

52.2 

2.7 

115 

44 

4() 

45 

00 

w. 

213 

27.5 

271 

7.1 

28.9 

24.0 

45.0 

2.7 

115 

44 

40 

50 

00  (/ 

w. 

213 

18.7 

253 

5.2 

14.7 

w  17.3 

62.8 

6.9 

115 

43 

10 

00 

00 

w.  s.  w. 

234 

22.9 

2(i8 

8.2 

IV  18.1 

10.0 

03.7 

10.1 

120 

41 

43 

()0 

00 

w.  s.  w. 

242 

14.3 

276 

4.1 

14.7 

w  20.2 

55.0 

4.1 

126 

41 

43 

05 

0(1  d 

AY. 

223 

22.4 

272 

6.5 

19.0 

19.5 

54.5 

7.5 

86 

40 

27 

■/o 

00 

AV.  1 S. 

240 

19.9 

268 

7.3 

w  14.8 

12.8 

00.4 

2.5 

161 

40 

2,' 

/4 

00 

AV. 

.    182 

15.4 

210 

3.6 

16.2 

IV  19.8 

60.4 

7.1 

180 

2973 

3437 

Average  sailing  distance  from  5°  AY.,  3,437  miles;  average  per  centum  of  adverse  winds  equivalent 
to  winds  dead  aJicad  for  464  miles.     Frequent  calms  in  this  month. 


ROUTES   TO   AXlJ    FROM    EIJUOI'K. 


403 


Europe  to  New  York. — MAY. 


DISTANCES. 

WINDS;  I'ER  CENT. 

Total  No. 

Latitude. 

Lon- 

ituJe. 

Course. 

observa- 
tions. 

1 

1 

Direct.  Per  cent. 

True,  jlleail 

North. 

South. 

Fair. 

Galms. 

Channel 

to 

50°  50' 

10° 

00' 

W.  N.  W. 

209 

7.8 

225 

2.8 

11.2 

2.8 

83.2 

5.5 

38 

50     50 

15 

00 

AY. 

191 

17.6 

226 

5.5 

18.7 

11.5 

64.3 

1.1 

96 

50    50 

20 

00 

W. 

191 

13.2 

216 

4.4 

5.5 

15.4 

74.7 

6.7 

95 

50    50 

25 

00 

W. 

191 

8.2 

206 

0.0 

12.0 

9.6 

78.4 

0.0 

42 

50    50 

30 

00 

W. 

191 

20.5 

228 

9.6 

6.4 

12.8 

71.2 

3.2 

32 

49     30 

35 

QOd 

W.  S.  W. 

209 

14.1 

237 

2.9 

5.9 

17.7 

73.5 

0.0 

17 

46    08 

40 

00 

s.w. 

286 

18.2 

337 

5.0 

20.0 

9.0 

66.0 

5.0 

104 

44    41 

45 

00 

w.  s.  w. 

228 

15.2 

261 

0.0 

24.0 

28.0 

4S.0 

8.9 

53 

44    41 

50 

OQd 

w. 

213 

21.3 

258      7.0 

9.8 

23.2 

60.0 

4.8 

195 

44    41 

55 

00 

w. 

213 

22.3 

260  !  7.2 

13.7 

22.2 

56.9 

3.9 

160 

43     11 

60 

00  i  w.  s.  w. 

234 

18.0 

276  1  3.1 

15.8 

21.3 

59.8 

3.0 

170 

41     39 

65 

00    w.  s.  w. 

239 

21.7 

282  i  7.2 

17.1 

11.0 

64.7 

3.9 

189 

40    05 

70 

00    w.s.w. 

245 

27.2 

310    10.6 

17.1 

13.0 

59.3 

7.3 

281 

Port 

W.JN. 

184 

10.0 

202 
3524 

2.5 

10.8 

14.5 

72.2 

4.0 

235 

3024 

EVom  Channel. 

2815 

3299 

From  Liverpool. 

Aim  to  make  a  straicht  course  from  d  to  d. 


Captain  Oliver  Eldridge,  of  the  Liverpool  packet  ship,  the  Garriek — to  whom  I  am  iiidehted  for  much 
valuable  information,  and  wlio  is,  moreover,  a  most  zealous  and  efficient  co-operator  in  collecting  materials 
for  these  Charts — reports,  ou  his  last  voyage  from  Liverpool,  two  deep-sea  soundings.  They  were  without 
bottom ;  but  they  are  the  first  I  have  received  from  a  merchant  ship,  and  I  rpiote  them  as  well  for  their 
value  as  for  the  example  which  they  afford  to  the  industrious  and  intelligent  navigator,  as  to  what  he  may  do 
in  assisting  men  of  science  to  solve  this  interesting  problem,  as  to  the  depths  of  the  sea.  A  line  of  deep-sea 
soundings  hence  to  Europe  would  be  of  great  value  and  interest.  It  is  supposed  that  the  depth  of  the  sea 
in  that  quarter  is  not  yctj  great,  and  that,  therefore,  these  soundings  may  be  liail  without  much  trouble  to 
those  who  may  be  disposed  to  undertake  them. 

The  following  is  from  the  abstract  log  of  the  Garriek,  on  her  voyage  from  Ijiver[>ool  to  New  \  ork, 
May  and  June,  1852  : — ■ 

"30th  May.     Lat.  48°  5'  N.;  long.  41°  39'  W.     Temperature,  55°.     Let  1,150  fathoms  line  run  out 
without  finding  bottom. 

"2d  June.  Lat.  45°  14'  N.;  long.  46°  36'  W.  Temperature,  48°.  Xo  soundings  with  450  fathoms 
line,  and  a  strong  current  setting  S.  E.  by  E."' 

His  distance  per  log  was  3,385  miles,  being  only  86  miles  more  than,  according  to  the  above  route  for 
May,  he  should  have  logged.  This  is  but  one  of  the  many  instances  that  I  continually  receive  illustrative 
of  the  correctness  of  the  routes  recommended.  Steer  such  courses,  the  tables  say,  you  will  meet  on  the 
average  such  and  such  winds ;  and  the  distance  which  you  will  have  to  sail,  in  order  to  accomplish  your 


404 


THE  WIND  AND  CURRENT  CHARTS. 


voyage,  will  be  so  many  tliousand  miles.     The  navigator  does  it,  and,  in  some  instances,  the  computed 

distance  and  the  actual  distance  by  the  log,  will  be  found,  after  a  voyage  of  4,000  or  5,000  miles,  to  differ 

only  a  few  leagues.     lu  this  case  of  the  Garrick,  the  difterence,  though  comparatively  large,  is  less  than  30 

marine  leagues. 

Europe  to  New  YorJc. — June. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Liitituflf. 

Long- 

tuJo. 

Course. 

observa- 

tions. 

Direct. 

Per  cent 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

Channel 

to 

48°   IS' 

10° 

00' 

w.s.w. 

213 

29.4 

276 

9.1 

16.9 

35.1 

0.0 

78 

44     52 

15 

00 

s.w. 

292 

12.1 

827 

1.7 

21.0 

9.3 

8.4 

129 

41     13 

20 

00 

s.w. 

310 

2.4 

316 

0.0 

3.0 

6.0 

0.0 

33 

39     39 

25 

00 

w.  s.  w. 

247 

14.2 

281 

4.0 

18.0 

11.4 

0.0 

51 

39     89 

30 

00 

w. 

230 

23.2 

283 

7.1 

14.3 

22.0 

57.0 

4.4 

189 

39     39 

85 

00 

w. 

230 

12.5 

259 

0.0 

12.0 

20.0 

68.0 

5.6 

200 

89     39 

40 

00 

w. 

230 

26.0 

290 

11.0 

15.8 

17.8 

55.9 

3.4 

215 

89     39 

45 

00 

w. 

280 

18.2 

272 

5.0 

8.0 

24.5 

62.5 

3.4 

213 

39     39 

50 

00 

w. 

230 

13.2 

263 

2.8 

6.0 

22.8 

78.4 

2.5 

251 

89     80 

55 

00 

w. 

230 

22.3 

281 

7.2 

10.0 

22.8 

65.5 

4.1 

281 

41     13 

60 

00 

w.  s.  w. 

247 

20.4 

297 

7.6 

3.1 

22.0 

67.3 

0.9 

225 

41     13 

65 

00 

w 

226 

25.3 

283 

8.0 

7.0 

86.0 

49.0 

3.8 

210 

40     28 

70 

00 

W.byS. 

231 

30.0 

300 

14.0 

7.5 

19.4 

59.1 

3.5 

235 

I'ort 

w. 

184 

19.3 

220 

6.2 

11.5 

23.3 

59.0 

2.7 

232 

3330 

3948 

A  tedious  time  of  the  year  is  the  mouth  of  June  to  the  homeward-bound. 

Uuro2K  to  Neiu  York. — July. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latituile. 

Lon 

j;itui.lc. 

Course. 

observa- 
tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

49°   40' 

5° 

OO'to 

48     18 

10 

00 

w.  s.  w. 

213 

15.6 

245 

4.2 

25.0 

0.0 

70.8 

0.0 

24 

48     18 

15 

00 

w. 

200 

28.0 

246 

5.5 

27.5 

14.3 

52.7 

2.2 

94 

44     50 

20 

00 

s.w. 

295 

14.2 

886 

1.6 

27.8 

8.2 

62.4 

2.5 

125 

44     50 

25 

00 

w. 

212 

37.8 

292 

15.0 

15.0 

30.0 

40.0 

2.8 

36 

44     50 

30 

00 

w. 

212 

18.5 

251 

5.0 

14.9 

16.2 

63.9 

16.2 

93 

44     50 

85 

00 

w. 

212 

11.0 

235 

8.0 

4.0 

14.0 

79.0 

7.4 

104 

44     50   40 

00 

w. 

212 

24.9 

264 

10.5 

5.6 

18.2 

65.7 

6.3 

151 

44     50   45 

00 

w. 

212 

14.8 

244 

5.4 

8.1 

8.7 

77.8 

4.7 

155 

44     50    50 

00 

w. 

212 

24.2 

263 

8.7 

10.0 

20.0 

61.8 

8.1 

178 

43     20    55 

00 

w.  s.  w. 

233 

20.0 

279 

5.5 

17.8 

17.1 

59.6 

5.4 

236 

41     48 

60 

00 

W.S.AV. 

240 

26.9 

305 

8.3 

21.2 

19.2 

51.2 

5.6 

263 

40     14 

65 

00 

AV.  S.  W. 

245 

35.0 

830 

13.6 

19.8 

21.3 

45.3 

8.4 

350 

40     14 

70 

00 

w. 

230 

27.8 

294 

10.7 

10.8 

26.0 

52.5 

8.7 

314 

Port 

74 

00 

w. 

183 

29.9 

237 

11.2 

7.7 

35.9 

45.2 

4.2 

322 

8111 

3821 

From  Channel. 

2960 

3623 

From  Liverpool. 

ROUTES  TO   AND   FROM   EUROrE. 


405 


Europe  to  New  York. — AUGUST. 


DISTANCES. 

WINDS;  PER  CENT. 

Lougitucle. 

Course. 

TctalNo. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  KUOM 

Fair. 

Calms. 

oliscrva- 
tioiis. 

N'd  or  E'd. 

S'd  or  W'd. 

49°  40' 

5° 

OO'to 

48     20 

10 

00 

w.  s.  w. 

210 

19.0 

250 

5.6 

11.2 

16.8 

66.4 

0.0 

36 

44     5.5 

15 

00 

s.w. 

291 

22.4 

255 

7.2 

26.4 

5.6 

60.8 

3.2 

130 

43     25 

20 

00 

AV.  S.  W. 

234 

14.9 

269 

6.2 

12.4 

0.0 

81.4 

6.2 

17 

41     54 

25 

00 

AY.  S.  W. 

238 

15.6 

275 

1.7 

28.9 

11.9 

58.5 

0.0 

60 

41     54 

30 

00 

^Y. 

223 

16.8 

260 

5.8 

11.6 

11.6 

71.0 

2.9 

35 

41     54 

35 

(10 

^Y. 

223 

21.4 

270 

6.0 

15.0 

22.0 

57.0 

1.9 

106 

41     54 

40 

00 

AV. 

223 

18.6 

264 

4.8 

12.0 

20.8 

62.4 

4.7 

133 

41     54 

45 

00 

AV. 

223 

18.1 

263 

5.6 

9.8 

19.6 

05.0 

5.0 

147 

41     54 

50 

00 

AY. 

223 

16.3 

259 

7.8 

4.2 

7.2 

80.8 

3.7 

166 

40     20 

55 

00 

AY.S.AY. 

244 

17.9 

268 

3.5 

19.5 

17.0 

60.0 

ii.o 

213 

38     44 

60 

00 

AY.  S.  AY. 

250 

22.7 

306 

6.6 

12.6 

20.4 

64.4 

7.9 

164 

40     20 

(35 

00 

AY.  KAY. 

250 

10.8 

277 

2.0 

7.0 

17.5 

73.5 

4.3 

193 

40     20 

70 

00 

AY. 

229 

19.0 

272 

7.5 

9.6 

16.2 

66.7 

6.3 

336 

40     20 

74 

00 

AY. 

183 

16.3 

208 

7.0 

8.0 

12.5 

72.5 

6.0 

194 

3244 

3696 

Eii-roft  to  New  York. — SEPTEMBER. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Long 

tude. 

Course. 

observa- 

tions. 

True. 

Per  cent. 

.Vverage. 

Head. 

North. 

Soutli. 

Fair. 

Calms. 

49°  30' 

5° 

OO'to 

46     09 

10 

00 

S.AY. 

284 

3.0 

292 

0.0 

10.0 

0.0 

90.0 

0.0 

20 

45     00 

11 

38 

S.AY. 

98 

13.3 

111 

1.8 

19.8 

12.6 

65.8 

1.8 

57 

44     00 

15 

00 

AY.  S.  AY. 

155 

3.6 

160 

0.0 

0.0 

18.0 

82.0 

0.0 

17 

44     00 

20 

00 

AY. 

216 

7.7 

231 

0.0 

22.0 

5.5 

72.5 

0.0 

18 

40     18 

25 

00  d 

S.AY. 

314 

6.2 

333 

0.0 

7.7 

7.7 

84.6 

7.7 

14 

40     18 

30 

00 

AY. 

229 

19.6 

274 

6.8 

18.7 

10.2 

64.3 

7.0 

62 

40     IS 

33 

00 

AY. 

143 

6.8 

152 

1.3 

8.8 

7.5 

83.4 

!- 

87 

39     42 

35 

00  (^ 

AY.  S.  AY. 

94 

14.0 

107 

6.2 

2.6 

11.3 

79.9 

39     42 

40 

00 

AY. 

230 

15.2 

265 

4.4 

13.2 

13.2 

69.2 

0.0 

95 

39     42 

45 

00 

AY. 

330 

14.2 

263 

3.2 

8.0 

20.8 

68.0 

7.7 

139 

39     42 

50 

00 

AY. 

230 

16.7 

269 

6.3 

3.5 

16.8 

73.4 

5.1 

145 

39     42 

55 

00 

AY. 

230 

13.9 

262 

5.6 

6.3 

10.5 

77.6 

3.6 

144 

40    39 

58 

00 

AY.  KAY. 

149 

16.1 

173 

4.4 

10.8 

16.0 

68.8 

4.0 

148 

38     45 

65 

00  d 

AY.  S.  AY. 

349 

14.0 

398 

3.5 

10.5 

16.1 

69.9 

3.4 

154 

40     20 

70 

00 

AY.K^Y. 

250 

19.1 

298 

6.5 

9.5 

16.5 

67.5 

5.4 

194 

Port 

AY. 

183 

16.4 

212 

6.3 

5.4 

20.7 

67.6 

4.5 

115 

3384 

3800 

406  THE    WIND   AND   CURRENT    CHARTS. 

/■ 

The  routes  to  and  fro,  between  Europe  and  the  United  States,  do  not  require  anj'  written  explanation. 
If  the  navigator  will  project  them,  and  then  consult  these  pages  and  the  Pilot  Chart,  he  will  never  be  at  a 
loss,  as  to  his  best  course  on  the  aixnuje.  In  projecting  these  tracks  on  his  Chart,  ho  will  find  them  running 
sometimes  inconveniently  near  the  land  or  over  shoals.  Of  course,  he  will  not  infer  that  he  is  recommended 
actually  to  stand  over  such  places.  The  route  of  the  tables  being  intended  merely  as  a  guide,  from  which  the 
land,  as  well  as  the  winds  and  currents,  will  sometimes  turn  him  aside.  Navigators  who  pursue  these  routes, 
will  confer  a  favor  by  making  a  note  of  the  fact  in  their  abstracts,  accompanied  with  an  expression  of  their 
opinion  as  to  the  advantages  of  them ;  mentioning,  also,  whether  they  have  had  any  longer  or  shorter  pas- 
sages than  vessels  sailing  about  the  same  time  without  the  VCuid  and  Current  Charts  on  board. 

I  have  already  the  pleasure  to  acknowledge  my  obligations  to  Captain  Oliver  Eldridge,  of  the  Roseius, 
for  such  an  act  of  kindness.  Under  date  of  May  21,  1850,  he  writes:  "In  reply  to  your  inquiries  as  to  my 
opinion  in  regard  to  the  New  Sailing  Directions  and  Routes  recommended  by  yourself,  I  would  say,  that  as 
far  as  I  have  had  opportunity  of  judging,  I  think  they  will  be  of  great  advantage,  and  in  particular  to 
that  part  of  the  commercial  community  who  depend  upon  wind  as  a  propelling  power. 

"  On  my  last  passage  to  Liverpool,  I  think  it  was  lengthened  some  two  or  three  days  by  not  following 
more  closely  the  directions  recommended  by  you,  in  your  No.  for  January,  1850;  as  a  ship  that  left  New 
York  with  us,  kept  in  company,  or  nearly  so,  to  the  longitude  of  25°.  Tlie  wind  then  came  out  ahead;  we 
stood  on  the  southern  tack,  and  she  on  the  northern  (as  recommeiided  by  you).  The  wind  afterwards  came 
N.  N.  E. ;  she  brought  up  to  Cape  Clear,  and  we  200  miles  south  of  it." 

Capt.  Samuel  Clark,  of  the  James  Wright,  in  a  letter  of  May  9,  1853,  says:  "As  an  instance  of  their 
nse  [the  Pihjt  Charts],  after  examining  them  in  Liverpool,  previous  to  the  last  passage  to  New  Orleans,  I 
made  up  my  mind  to  take  tlie  northern  route,  via  the  Hole  in  the  Wall,  and  the  southern  edge  of  the 
Banks  of  Newfoundland  ;  and  on  stating  my  intention  to  several  shipmasters  of  my  acquaintance,  they 
unanimously  told  me  that  I  should  miss  it,  and  that  they  sliould  take  the  trades  for  it.  And  although  the 
most  of  them  sailed  from  five  to  fifteen  days  before  me,  I  arrived  at  New  Orleans  four  or  five  days  before 
the  first  of  them,  and,  in  several  cases,  ten  to  fifteen  days.  On  the  3d  of  October,  I  dined  in  company  with 
a  New  Orleans  merchant,  who  was  interested  with  my  friends,  in  the  shipment  of  cotton  ;  and  he  asked  me 
about  what  time  he  might  expect  me  in  New  Orleans.  I  told  him  that  I  expected  to  be  there  on  the  10th 
November,  and  by  the  abstract  that  I  presented  you,  you  will  see  that  on  that  day  I  was  at  the  mouth  of 
the  Mississippi.  It  was  my  intention  to  have  gone  to  the  northward  and  westward  of  Bermuda,  but  was 
prevented  by  light  westei-ly  winds,  when  I  liad  ex])ected  easterly  winds ;  still,  you  will  see  that  the  daily 
distances  sum  up  under  5,000  miles,  which  is  near  1,000  less  than  the  common  route,  via  the  trade-winds 
and  the  south  side  of  Cuba.  You  will  see  by  the  inclosed  abstract,  that  I  made  the  return  passage  to  Liver- 
pool in  a  little  over  -±,000  miles,  which  I  think  is  about  as  short  as  a  cotton  loaded  ship  can  well  make  it,  as 
they  have  to  make  a  free  wind,  of  what  a  stiff  heavy  loaded  ship  would  go  by  the  wind.  I  have  no 
abstract  of  my  passage  from  Liverpool,  as  the  weather  on  this  passage  has  been  so  variable  that  I  could 
not  keep  one  to  my  satisfaction  for  want  of  observations." 


ROUTES   TO   AND    FROM    KUKOl'K.  407 

So,  also,  Capt.  Myrick  of  the  Diadem,  June,  1853: — 

''I  ain  firmly  convinced  of  the  utility  of  the  Pilot  Charts  of  Mr.  Manry,  in  shortening  passages  across 
the  Atlantic;  and,  had  I  not  had  one,  should  have  probably  prolonged  the  passage  several  days.  In  con- 
sulting the  Chart  for  the  prevailing  winds  for  the  month,  I  found  that,  from  the  Azores,  the  wind  prevailed 
from  the  N.  E.  quarter  to  the  longitude  of  10°  west,  and  then  from  W.X.  W.  to  W.  S.  W.  After  leaving 
the  Islands,  we  had  to  brace  sharp  up,  and  had  strong  breezes,  bringing  us  to  two  reefed  top.sails;  so  tliat, 
in  12°  west,  we  were  to  leeward  of  the  Straits  of  Gibraltar;  and,  had  1  not  had  a  chart  on  board  relating  to 
the  winds,  should  have  tacked  to  avoid  falling  upon  the  African  coast.  But,  having  firm  conviction  that  a 
different  wind  would  be  found  in  10°  west,  I  kept  on  the  port  tack  and  eventually  found  my  anticipations 
correct,  the  wind  hauling  to  the  westward  and  carrj'ing  i;s  through  the  straits  with  a  fair  wind.  I  think 
every  master  should  provide  himself  with  the  Charts,  as  he  thereby  has  the  experience  of  many  in  a 
condensed  form;  and  has  an  opportunity  of  placing  his  vessel  on  the  weather  side  and  avoid  falling  to 
leeward.'' 

Perhaps  some  navigators  may  have  an  opportunity  to  throw  further  light  as  to  the  green  place  or  shoal 
to  which  the  following  extract  from  the  log  of  the  shiji  Diadem,  Frederick  Myrick,  relates.  She  was  bound 
from  Mobile  to  Toulon,  1853. 

"May  6.  Lat.  37°  58' X.;  long.  G9°  10' W.  Current,  two  knots  per  hour.  Barometer,  29.70.  Tem- 
perature, air,  G(3°  ;  water,  72°.  "Winds:  first  part,  S.  S.  W.;  middle  part,  S.  TV. ;  latter,  W.  Strong  gales 
with  rain.  A  heavy  bank  of  clouds  to  the  north,  passing  eastward.  Saw  blackfish.  I  expect  to  be  on  a 
bank  to-morrow,  as  I  have  always  found  green  water  and  low  temperature  in  longitude  65°  W. 

"May  7.  Lat.  37° -±0' K;  long.  65°  30' W.  Current  the  same.  Barometer,  29.60.  Temperature,  air, 
60°;  water,  59°.  "Winds:  first  and  middle  parts,  "W.  X.  W". ;  latter  north.  Fresh  gales,  with  jiassing  mist, 
showers,  and  lightning.  Green  water,  kelp-weed,  chijis,  feathers,  blackfish,  porpoises.  Evidently  a  bank 
exists  here,  there  being  every  indication  of  soundings.  I  think  the  shoalest  part,  from  the  appearance  of 
the  water  on  former  voyages,  is  in  lat.  38°  50;  long.  65°  "W. ;  have  always  found  the  same  indications  in  this 
longitude  on  repeated  voyages." 

And  again,  in  the  same  shiji,  on  her  return  to  Xew  York,  Captain  ilyriek,  in  his  abstract  log, 
says : — 

"Oct.  13, 1853.  Lat.  S9°  45' X.;  long.  65°  00' "W.  Barometer,  30.00.  Air,  58°;  water,  58°.  "Winds: 
first  part,  "W.  X.  "W.;  middle  and  latter  parts,  calm.  Begins  with  fresh  gales,  inclining  to  moderate.  6  P.  M. 
till  meridian,  light,  variable  airs,  and  calm,  cloudy  weather.  Green  water,  full  of  bright  eyes  and  sun  squalls; 
some  sprigs  of  gulf  and  rock-weed.  Ends  light  airs  from  S.  E.,  and  pleasant  weather.  It  is  my  opinion 
that  we  are  on  the  north  edge  of  a  bank  which  I  have  found  in  thi.s  longitude ;  water  colder  farther  south 
on  former  voyages. 

"  X.  B.  I  am  firmly  of  the  opinion  that  there  is  a  bank  between  the  latitude  of  39°  30',  and  37°  00',  and 
longitude  65°  \Y.,  as  I  have  always  found  the  water  much  colder  than  the  surrounding  water.     There  appear 


408  TUE  WIND  AND  CURRENT  CHARTS. 

to  be  very  irregular  currents  between  60°  and  55°  longitude  ;  some  to  tlie  westward  and  otliers  to  E.  S.  E. 
I  tliink  there  must  be  some  very  irregular  formations  of  the  bottom  in  this  vicinity,  as  the  sea  is  always 
much  agitated,  streaks  of  very  green  water  and  blue. 


Explanation  of  the  Route  Tables. 

Columns  1,  2,  and  3  (see  Tables  of  Routes,  pp.  395  to  -±05 ;  also  those  of  the  route  to  Rio)  explain 
themselves. 

Column  -i  gives  the  distance  by  middle  latitude  sailing,  to  be  run  on  the  course  in  column  3,  when  the 
winds  are  fair. 

Column  5  shows  the  percentage  by  which  the  distance  in  column  4  is  to  be  practically  increased  on 
the  average,  by  adverse  winds.  The  numbers  in  this  column  are  obtained  upon  this  principle  :  That,  if  a 
ship  sail  with  the  wind  dead  ahead,  and  within  six  points  of  it,  she  loses  62  miles  in  every  hundred — that 
is,  she  has  to  sail  100  to  make  38  miles  good ;  when  she  sails  within  4  points  of  her  course,  that  is,  when 
she  has  a  slant  wind,  that  will  allow  her  to  lay  within  4  points  of  her  course,  she  loses  29  miles  only  in  100 ; 
and  when  she  sails  within  two  points  of  her  course,  that  is,  when  she  has  a  slant  wind  4  points  from  the 
course  she  wishes  to  steer,  she  then  loses  only  7.6  miles  in  100.  In  other  words,  a  vessel  sading  5  knots 
an  hour,  will  get  as  for  on  her  course  in  51  hours  with  a  slant  wind  4  points  from  her  course,  as  she  will,  at 
the  same  rate,  in  13  hour.s,  with  the  wind  dead  ahead.  According  to  the  ratio  here  indicated,  the  2  and  4 
point  slant  winds,  have  been  reduced  to  their  equivalent  as  winds  dead  ahead,  and  this  equivalent  in  distance 
is  given  in  column  5. 

Column  6  shows  the  distance  in  column  4,  after  the  per  cent,  in  column  5  has  been  added  to  it.  It  is 
the  average  distance  to  be  sailed  from  point  to  point,  not  allowing  for  currents,  and  supposing  the  vessel  to 
sail  within  6  points  of  the  wind  when  close  hauled. 

Column  7  shows  the  average  percentage  of  winds  that  are  dead  ahead. 

Column  8  shows  the  average  percentage  of  slant  winds  from  the  northward  or  eastward  that  will  head 
a  vessel  off  the  course  given  in  column  3. 

Column  9  shows  the  average  percentage  of  slants  from  the  southward  or  westward  that  will  head  a 
vessel  off  the  course  given  in  column  3. 

Column  10  shows  the  average  percentage  of  winds  that  are  entirely  fair  for  the  course  given  in 
column  3. 

Column  11  shows  the  average  percentage  of  calms  for  each  district  of  5°  square  through  which  the 
course  in  column  3  leads. 

Column  12  shows  the  number  of  observations  from  which  the  figures  in  the  other  columns,  and  the 
courses  recommended,  have  been  obtained. 


KOUTES   TO    AiiD   FKOM   KUKurJi. 


409 


"When  the  winds  arc  fair,  and  the  vessel  is  near  the  route  recommended,  she  should  steer  straight  from 
(/  to  d,  instead  of  making  a  zigzag  track,  as  by  the  projection. 

The  letter  iv,  wliere  it  appears  in  column  8  or  9,  means  that  that  side  is  tlie  windward  side.  But  it  is 
not  necessary  so  to  designate  the  windward  side.     It  is  obvious  fi'om  mere  inspection. 

The  letter  e,  in  the  column  of  calms,  means  that  tliis  part  of  the  route  is  through  the  region  of  calms 
tliat  border  the  northeast  trade-winds,  nortli  and  south,  or  that  that  part  of  tlie  ocean  is  peculiarly  liable  to 
calms.    (See  Trade-ivind  Chart) 

The  courses  given  arc  true. 

It  will  be  perceived  by  the  tables  that  the  average  European  passage  in  February,  ought  to  be  nearly 
two  days  shorter  than  it  is  either  in  January  or  March. 

According  to  the  Pilot  Charts,  I  make  the  average  distance  to  be  sailed  by  a  New  York  packet  ship 
by  the  routes,  from  January  to  April,  not  estimating  for  the  set  of  currents,  to  be,  when  bound — 

To  Liverpool. 

In  January     3075  miles  to  10°  W.,  for  250  of  which  a  vessel  will  have  winds  dead  ahead. 
February  3015     "  "     "  231  "  "  "  " 

March       3150     "  "     "  231  "  "  "  " 

April         3051     "  "     "  241  "  "  "  " 

To  English  Channel. 

In  January     3300  miles  to  5°  W.,  for  293  of  which  a  vessel  will  have  winds  dead  ahead. 
February  3245      "  "     "  2G1  "  "  "  " 

March       3448      "  "     "  249  "  "  "  " 

April         3275      "  "     "  265  "  "         ~  «  "      _ 

According  to  the  log-books  taken  at  random,  both  of  packet  ships  and  transient  traders,  I  find  the 
average  time  between  these  meridians  and  New"  York  to  be  as  per  statement  subjoined : — 


When  bound  to  Liverpool,  .aver- 
age length  of  passage  from  New 
York  to  10°  W. 

When  bound  from  Liverpool,  aver- 
age length  of  passage  from  10° 
W.  to  New  York. 

When  bound  to  English  Channel, 
average  length  of  passage  from 
New  York  to  5°  W. 

When  bound  from  English  Chan- 
nel, average  length  of  passage 
from  5°  W.  to  New  York. 

1 
Days'     Numher  of 
Month.       passage,    passages. 

Days' 
Month.       passage. 

Xiimber  of 

passages. 

Mouth. 

Days' 
passage. 

Number  of 
passages. 

Days' 
Month.      passage. 

Number  of 
passages. 

January 
February 
March 
April 

18 
20 
20 
21 

25 

18 

20 

9 

January 
February 
March 
April 

33 
35 
31 

29 

16 
36 
41 

17 

January 
February 
March 
April 

20 
23 
25 

22 

11 

6 

10 

6 

January 
February 
Marcli 
April 

40 
41 
33 
30 

7 
13 
10 

2 

It  is  important  that  navigators  should  bear  it  in  mind,  that  when  the  winds  are  fair,  they  are  not 
expected  to  make  the  zigzag  track  of  the  Tables,  but  to  steer  straight  from  d  to  d. 


r,9. 


410  THE  WIND  AND  CURKENT  CHARTS. 

Neiv  York  to  JVew  Orleans. —  Caj^t.  Wm.  C.  Berry  to  Lieut.  Maury — New   York,  Feb.  1,  1851. 

Having  had  long  experience  in  the  ti-ade  between  New  York  and  New  Orleans,  I  herewith  furnish 
you  with  a  few  remarks  on  wind  and  currents.     For  the  last  six  years  I  have  commanded  the  ship  Vicks- 
burgh,  constantly  trading  between  these  two  ports.     In  making  the  passage  out,  after  passing  the  Hole-in- 
the-Wall,  I  have  frequently  found  a  current  from  1  to  3  miles  per  hour,  setting  to  the  eastward  through 
the  northwest  channel  of  Providence,  particularly  after  the  wind  has  prevailed  from  the  westward  a  few 
days.     This,  no  doubt,  has  been  the  cause  of  putting  a  number  of  vessels  on  shore  among  the  Berry 
Islands.     I  have  latterly  made  it  a  point  to  take  the  last  bearings  of  the  light  on  the  Hole-in-the-Wall, 
and  either  haul    up   or  keep   off  as    I    found    the    current;    generally  running    on   a  west  course    until 
quite  down  with  Little  Stirup  Keys,  then  steering  W.  by  N.  i  N.,  by  compass,  if  in  the  night,  until  I 
was  up  with  the  Great  Isaacs;  the  last  three  voyages,  having  reached  the  vicinity  of  the  Little  Isaacs 
in  the  daytime.     I  have  hauled  in  on  the  bank  between  the  western  Little  Isaacs  and  the  east  Brother 
Eock,  and    steered  S.  W.  by  W.,  by  compass,  which   has    brought    me   out    in   good    passing   distance 
from  the  Moselle  Shoal.     During  one  of  my  summer  passages  out,  after  passing  the  above  shoal,  I  was 
compelled  to  anchor,  and  remained  there  for  six  days ;  the  wind  during  all  this  time  was  light  from  the 
southward,  and  I  could  not  help  remarking  the  regularity  of  the  current  setting  along  the  Bernini  Islands, 
ebb  and  flow,  about  two  miles  per  hour;  this  continues  as  far  as  Gnu  Key,  when  it  is  broken  oft"  by  the 
Gulf  which  sets  close  into  the  Key.      From  this  point   up   to  Orange  Key,  when  close  in,  little  or  no 
current  is  experienced  except  the  ebb  and  flow,  which  is  directly  off  the  bank.     In  crossing  the  Santaren 
Channel,  the  current  is  governed  greatly  by  the  winds ;  with  strong  southerly  winds  the  current  sets  about 
N.  N.  W.,  two  miles  per  hour;  on  the  other  hand,  with  strong  northerly  winds,  little  or  no  current  is  felt. 
After  leaving  the  Double-IIeaded-Shot  Key,  I  have  generally  hauled  over  for  the  Florida  Reef,  and  in  the 
daytime  kept  close  in,  when  I  have  frequently  found  an  eddy-current  setting  to  the  westward  from  1  to  li 
miles  per  hour.     After  passing  the  Tortugas,  I  have  invariably  felt  a  southerly  current  until  I  had  reached 
the  long,  of  84°  30'  W.,  and  even  farther  than  this  at  times,  as  will  be  seen  by  referring  to  my  journals, 
particularly  in  November,  1818.     Eeturning  from  New  Orleans,  I  have  always  made  it  a  point  to  keep  to 
the  westward  until  I  had  reached  the  long.  85°,  lat.  28°,  before  keeping  off     My  object  in  doing  this  is, 
that  the  wind  here  generally  prevails  from  the  northward  and  eastward,  and  that  the  current  generally  sets 
to  southward  and  eastward,  which  greatly  flicilitates  the  passage.     After  rounding  the  Tortugas,  with  the 
wind  from  the  eastward,  I  have  generally  beat  down  on  the  Florida  side,  knowing  that  the  strongest  current 
prevails  on  that  shore,  unless  too  close  in.     From  Carrysfort  Reef  to  MantaniUa,  I  have  always  endeavored 
to  keep  in  the  centre  of  the  stream.     During  all  my  voyages,  I  have  made  it  a  rule  to  steer  from  Manta- 
niUa to  latitude  22°,  N.  by  W.,  and  then  north  to  latitude  31°,  before  hauling  up  N.  E.  by  N.;  by  so  doing 
I  have,  with  a  few  exceptions,  kept  the  strongest  current.    On  some  other  occasions,  I  have  hauled  up  on  a 
N.  E.  by  N.  course,  when  in  latitude  30°,  longitude  79°  4u',  and  have  soon  found  myself  on  the  eastern  ed"-e 
of  the  gulf    After  rounding  Capo  Ilatteras,  it  is  advisable  to  keep  to  the  westward,  especially  in  the  winter 
season,  on  account  of  tlie  prevailing  westerlv  winds. 


COAST    OF   AFKICA. 


4d 


Sailing  Directions  for  the  Coatzacoalcos  River — Capl.  Foster,  of  the  Alahama,  to  Lieut,  ifavnj. 

Sailing  vessels  bouml  IVn-  the  Coatzaco.alcos  oiiglit  to  mnkc  tlio  land  to  the  eastward.  This  precau- 
tion is  necessary  on  account  of  the  prevailing  tradc-wiuds,  which  cause  a  strong  westerly  current;  also  in 
case  of  a  norther,  to  have  the  advantage  of  sea-room.  The  cnti'ance  to  the  river  may  be  known  liy  the 
vigia  or  tower  situated  upon  tin;  western  side ;  likewise  from  tlie  sand  clifls  extending  from  that  jjoiut  to 
the  westward. 

The  best  Vnark  for  crossing  tlie  bar  is  to  Tiring  the  tower*  to  bear  S.  J  "W.  by  compa.ss.  Having 
passed  the  bar,  haul  up  to  the  east  of  south,  and  steer  in  midway  between  the  two  points  that  form  the 
entrance  to  the  river.  The  wind,  after  crossing  the  bar,  often  falls  to  calm;  for  this  reason  it  is  necessary 
to  have  an  anchor  ready  to  let  go,  as  the  current  on  the  ebb,  even  in  the  dry  season,  sets  out  strong. 

The  extent  of  the  bar,  east  and  west,  is  about  220  fathoms,  and  the  width,  by  actual  measurement,  108 
feet.  The  bottom,  composed  of  sand  and  clay,  is  hard,  on  which  account  it  is  not  liable  to  shift.  It  forms 
in  hard  northerly  gales,  a  narrow  barrier  of  breakers,  and  cannot  be  crossed  without  imminent  risk.  The 
depth  at  high  water,  on  full  and  change,  is  about  13  feet,  and  falls  as  low  as  lOi  feet.  The  general  depth, 
however,  is  12  feet,  from  which  it  suddenly  deepens  to  o  or  0  fathoms. 

Except  in  heavy  weather,  there  prevails  a  regular  laud  and  sea  breeze.  The  latter  sets  in  between  the 
hours  of  9  A.  M.  and  noon. 

April,  1851. 


Letters  of  Lieutenants  Foote  and  Porter — Coast  of  Africa. 

United  States  Brig  Perry, 

St.  Paul  de  Loanda,  May  17,  1851. 
Sir  :  In  a  letter  addressed  to  the  commander  of  any  U.  S.  vessel  who  may  come  to  the  southern  coast, 
I  have  inclosed  a  copy  of  notes  drawn  up  by  Lieutenant  Porter,  wdio  has  cruised  on  the  southern  coast  of 
Africa,  severally  in  the  Marion,  John  Adams,  and  this  vessel. 

I  transmit  a  copy  of  these  notes  (which  fully  accord  with  my  own  observations  and  experience),  under 
the  impression  that  they  may  be  available  in  the  Ilydrographical  Department. 

I  have  the  honor  to  be. 

Very  respectfully,  your  obedient  servant, 

ANDREW  IT.  FOOTE, 

Lieut.  Commanding. 
Commodore  Lewis  "Warrixgtox, 

Cluef  of  the  Bureati  Ordnance  and  TTydrograjih  >/. 


*  This  tower,  of  great  soliility,  is  destineil  to  last  foi-  ages. 


•412  the  wixd  and  current  charts. 

Passage  from  the  Cape  de  Verdes  to  the  S,  W.  Coast  of  Africa,  with  Eemarks  upon  that  Section 

OF  the  Coast. 

Lieut.    W.   C.  B.  S.  Porter,  U.  S.  N.,  to  Andreio  II.  Footc,  Lieut.   Commanding]  U.  S.  Brirj  Perry — Loanda, 

May  17, 1851. 

Tn  the  season  of  Fcln-uary,  Mai'cb,  A]iril,  ami  May,  there  is  no  difficulty  in  making  the  passage  from 
Porto  Praya  to  Ambriz  in  thirty  days,  provided  tlie  run  from  Porto  Praya  to  Monrovia  takes  not  more 
than  eight  days. 

The  direct  route,  and  that  which  approaches  the  great  circle,  leads  along  the  coast,  touching  the  outer 
soundings  of  St.  Ann's  Shoals,  thence  to  Half-Cape  Mount,  to  allow  for  a  current  when  steering  for  Mon- 
rovia. From  there,  follow  the  coast  along  with  the  land  and  sea  breezes,  assisted  by  the  current,  until  you 
arrive  at  Cape  Palmas ;  keep  upon  the  starboard  tack,  notwithstanding  the  wind  may  head  you  in  shore 
(the  land  breezes  will  carry  you  off),  and  as  the  wind  permits,  haul  up  for  2°  west  longitude ;  cross  the 
equator  here,  if  convenient,  but  I  would  not  recommend  going  to  the  westward  of  it;  you  will  encounter 
westerly  currents  from  thirty  to  fifty  miles  a  day.  In  the  vicinity  of  Prince's  Island,  the  S.  W.  wind  is 
always  strong.  In  the  latitude  of  about  1°  30'  N.,  there  is  a  westerly  current.  Should  it  not  be  practicable 
to  weather  the  Island  of  St.  Thomas,  stand  on,  approach  the  coast,  and  you  will  meet  with  north  winds  to 
carry  you  directly  down  the  coast.  Our  Salem  vessels  make  the  passage  from  the  United  States  in  56  days, 
arriving  at  Ambriz  in  May.  I  have  made  three  different  cruises  to  this  coast  in  the  same  season,  in  the 
Marion,  John  Adams,  and  Perry. 

The  impulsive  desire  to  attain  the  object  of  our  duty  will,  as  much  in  nautical  matters  as  others, 
mislead  our  better  judgment,  when  there  is  a  prospect,  or  any  temptation  to  success,  without  experience  to 
forewarn  us.  Thus,  our  vessels,  after  arriving  at  Cape  Palmas,  have  generally  gone  upon  the  port  tack, 
because  the  wind  carried  them  towards  the  coast  or  Gulf  of  Guinea,  and  seemed  to  favor  them  for  the  port 
tack  the  most ;  which,  on  the  contrary,  although  slowly  veering  towards  the  S.  E.,  was  hauling  more  ahead, 
and  leading  them  off  into  a  current,  which,  under  a  heavy  press,  it  is  impossible  to  work  against.  The 
consequences  were,  they  had  to  go  upon  the  starboard  tack,  and  retrace  the  ground  gone  over.  On  the 
starboard  tack,  as  you  proceed  easterly,  the  action  of  the  wind  is  the  reverse,  and  it  allows  you  to  pursue 
the  great  circle  course. 

It  employed  the  Marion  eighty  odd  days  to  Kabenda,  a  port  200  miles  nearer  than  Ambriz ;  to  which 
port  (Ambriz)  from  Monrovia,  in  this  vessel  (the  Perry),  we  went  in  23— making  31  from  Porto  Praya.  In 
the  John  Adams,  10  to  Monrovia,  and  -16  to  Ambriz,  by  the  way  of  Prince's  Island  ;  about  10  of  which 
was  lost  working  to  the  south  of  Cape  Palmas.  From  Cape  Palmas  to  the  point  of  crossing  the  equator 
the  current  is  easterly — south  of  that  westerly. 

The  practice  along  the  coast  in  this  vessel  (the  Perry),  was  to  keep  near  enough  to  the  laud  to  have  the 
advantage  of  a  land  and  sea  breeze,  and  to  drop  a  kedge  whenever  it  fell  calm,  or  we  were  unable  to  stem 
the  current.     Upon  tliis  part  of  the  coast,  near  the  Congo,  the  lead  line  does  not  always  show  the  direction 


ROUTES   TO    KIO,    ETC.  413 

of  the  current  wliicli  affects  the  vessel.  On  the  hottoin,  there  is  a  current  in  an  opposite  direction  from  tlie 
surface;  therefore,  before  dropping  the  kedgc,  the  bettor  way  is  to  lower  a  boat  and  anchor  her,  wliich 
■vrill  show  the  drift  of  the  vessel.  Between  Anibriz  and  the  Congo,  I  have  seen  the  undercurrent  so  strong 
to  the  S.  E.,  as  to  carry  a  24  pound  lead  off  of  the  bottom,  while  the  vessel  was  riding  to  a  strong  S.  AV. 
current ;  but  the  undercurrent  is  the  strongest. 

In  crossing  the  Congo,  I  would  always  suggest  crossing  close  to  its  nioulh,  night  or  day;  going  north 
with  the  wind  W.  N.  "W.,  steer  N.  N.  E.,  with  a  five  or  six  knot  breeze,  when  you  strike  soundings  on  the 
other  side  you  will  have  made  about  a  N.  i  E.  course  in  the  distance  of  9  miles,  by  log  from  111  fathoms 
off  Shark  Point.  The  current  out  of  the  river  sets  west  about  2  knots  the  hour.  \\'illi  the  land  breeze  it 
is  equally  convenient;  and  may  be  crossed  in  two  hours.  In  coming  from  the  north,  witli  Kabonda  bear- 
ing N.  E.,  in  13  fathoms,  or  from  the  latitude  of  5°  4S',  wind  S.  W.,  a  S.  S.  E.  course  will  carry  you  over 
in  four  hours  outside  of  Point  Padron;  and  by  keeping  along  shore,  the  current  will  assist  you  in  going  to 
the  south.  Vessels  which  cross  to  seaward  fronr  latitude  of  5°  45',  and  9°  AV.,  are  generally  si.N.  da^'s  or 
more  to  Ambriz  ;  by  the  former  method  it  oecupiied  us  (the  Perry)  only  two  days. 


General  Remarks  on  tlie  Passage  from  the  United  States  to  Ports  heyoml  the  E'jnator.'^ 

It  has  now  [January,  1854]  been  about  seven  years  since  I  first  proposed  a  new  and  shorter  route 
hence  to  the  equator,  for  all  vessels,  whether  bound  around  the  Cape  of  Good  Hope,  Cape  Uorn,  to  Eio,  or 
to  any  of  the  ports  of  South  America.  The  tracks  of  all  such  are  the  same  until  Cape  St.  Eoque  be 
cleared. 

The  W.  II.  D.  C.  Wright  (Jackson)  of  Baltimore,  was  the  first  vessel  to  try  the  new  route.  In  24 
days  from  Hampton  Eoads,  she  crossed  the  line  in  31°  "W.,  and  liad  a  passage  of  13  days  thence  to  Ilio. 
This  was  in  February,  1848. 

In  May,  .she  went  out  again,  had  33  days  to  the  line,  wduch  she  crossed  in  33°  41'  W.  In  3  days 
after,  she  cleared  St.  Roque.  On  this  passage,  she  was  detained  6  days  by  calms  between  8°  3U'  and  5°  N. 
But  she  had  no  difficulty,  it  will  be  observed,  in  weathering  Cape  St.  Roque.  This  trip,  it  took  her  11 
days  to  clear  the  equatorial  calms,  which  she  found  between  9°  jST.  and  3°  N. 

In  the  sjmng  of  1849,  she  went  out  again.  She  had  32  days  to  the  line  in  28°,  after  having  been 
delayed  9  days  by  calms  between  5°  N.  and  the  line;  whence,  in  3  days,  she  again  cleared  Cape  St.  Roque. 
The  average,  therefore,  of  Captain  Jackson's  passages  to  the  line,  by  the  new  route,  was  30  days,  against  H 
by  the  old  route. 

The  Chicora,  the  Helena,  and  the  Midas  tried  this  route  about  the  same  time,  and  all  with  equal 
success ;  their  average  to  the  line  being  20  days  only. 

These  practical  demonstrations  of  the  advantages  of  the  route  which  I  had  pointed  out  were  not 


*  Originnllv  submittcil  in  1840. 


41-t  THE  WIND    AND  CURRENT  CHARTS. 

wanting  to  satisfy  me  of  their  value,  for  I  had  consulted  many  thousand  records  as  to  the  winds 
encountered  in  this  part  of  the  ocean  by  different  vessels  on  different  occasions.  These  records  show  the 
number  of  times  on  which  the  winds  had  been  found  to  blow  from  each  point  of  the  compass  in  different 
parts  of  the  ocean.  And  knowing  the  prevailing  winds  for  each  5°  square,  the  navigator  could  tell  what 
course  it  was  practicable  for  a  vessel  to  steer  through  these  squares,  as  well  before  as  after  the  trial  had 
actually  been  made. 

For  instance,  in  a  certain  square  of  5°,  I  obtained  the  records  of  700  vessels  during  the  month  of 
Auo-ust  in  different  years.  Vessels,  bound  south  by  the  old  route,  Avere  in  the  habit  of  passing  through 
this  square,  alwaj-s  aiming  to  make  a  S.  S.  W.  or  south  course  through  it.  And  of  these  700  records  as  to 
the  wind,  GOO  gave  the  wind  directly  ahead  for  the  south  or  S.  S.  W.  course.  To  convince  any  one,  then, 
who  believes  in  the  records  examined,  that  a  vessel  in  this  part  of  the  route  to  Rio  would  genemlhj  find  the 
winds  ahead,  did  not  require  that  a  vessel  should  be  sent  there  actually  to  try  it,  for  here  was  the 
experience  of  700  vessels,  GOO  of  which  had  found  the  winds  adverse  for  a  southerly  course. 

But  certain  navigators  were  not  disposed  to  look  upon  my  investigations  in  this  light.  Forgetting 
that  they  were  the  results  of  actual  observations,  these  persons  were  disposed  to  consider  those  results,  thus 
announced,  as  theories,  or  matters  of  opinion  of  my  own ;  whereas,  they  are  no  more  matters  of  opinion, 
than  the  fact  that  the  trade-winds  blow  is  a  matter  of  opinion.  They  are  nothing  more  nor  less  than  the 
sum  of  the  experience  of  some  thousands  of  navigators,  as  to  winds  and  calms. 

The  effect  has  been  that,  though  many  shipmasters  have  at  once  perceived  the  bearing  of  these  residts, 
and  the  correctness  of  the  conclusions  derived  from  them,  and  have  readily  ado^ited  them;  still,  others  have 
rejected  them  altogether,  or  only  partially  adopted  them. 

It  has  not  unfrequently  happened,  as  I  perceive  by  the  log-books  returned  to  me,  that  occasionally  a 
navigator  will  put  to  sea,  and  stand  boldly  out  for  the  new  route.  But  after  awhile,  the  wind  comes  out 
ahead.     He  then  gets  frightened,  abandons  it,  has  a  long  passage,  and  lays  the  blame  to  the  new  route. 

I  have  never  claimed  for  any  of  these  routes  an  exemption  from  liability  to  head  winds.  On  the 
contrar}^,  I  expressly  show  that  a  vessel  by  any  of  the  routes  proposed  by  me  is  liable  both  to  head  winds 
and  calms;  and  not  only  so,  I  have  shown  the  chances  of  both  against  her. 

I  may  here  remark  that  I  have  never  yet  heard  of  a  navigator  complaining  of  the  new  route,  and  a  long- 
passage  by  it,  but  what,  when  his  abstract  log  came  to  be  examined,  it  did  not  appear  that  the  fault  was 
quite  as  much  with  him  as  with  the  route.  For  instance,  I  have  drawn  certain  lines  or  tracks  to  show  the 
route  recommended.  These  lines  are  intended  to  show  the  route  that  vessels  should  take,  not  the  trach 
that  they  should  make.  Yessels  taking  such  routes,  should  be  guided  by  these  lines  as  to  the  general 
direction  which  they  ought  to  pursue.  It  was  never  intended  that,  with  fliir  winds,  they  should  make  the 
zigzags  of  these  lines.  But  some  navigators  have  inferred  that  there  was  virtue  in  these  lines  themselves ; 
that  they  must  be  followed  as  rigidly  and  as  closely  as  though  they  marked  out  a  channel-wa}^,  on  either 
side  of  which  if  a  vessel  should  lidl,  she  would  find  herself  in  difficulty.     Accordingly,  abstracts  that  have 


ROUTES    TO    KIO,    ETC.  415 

been .  returned  to  me,  slunv  freqinnit  instances  wlierciii  v(?s.sels,  after  having  been  hcadcl  oft' from  tlie 
projected  track,  liavc  liad  llie  winds  perH'ctl)-  Fair  inr  imrsuing  tlieir  straiglit  course  onward:  yet  they  have, 
nevertheless,  proceeded  to  malce  a  liead  wiml  ol'  stidi,  and  to  l)eat  baelv  out  there  on  the  oi)en  sea,  for  tlie 
purpose  of  getting  back  on  tlie  track  projected. 

Suppose  that  ship  A  makes  iui  uncommonly  quick-  I'un  to  a  given  port,  and  that  she  gives  her  ti'ack 
to  B  ;  B  attempts  it,  but  is  headed  olT.  Now  B,  from  lliis  new  pnsitinn,  will  not  attempt  to  go  out  of  his 
way, to  get  actually  in  the  wake  made  by  A;  but  B  will  shajie  his  course  liy  that  of  A,  and  run  by  it;  and 
coasider  that  he  is  following  it,  when  he  is  near  it.  This  is  what  1  wish  vessels  to  do  with  regard  to  the 
routes  that  I  have  projected  for  them.  Do  not  go  out  of  your  way  to  get  on  those  track.s,  but  consider 
yourself,  unless  especially  directed  otherwise,  to  be  in  good  position,  according  to  the  quantity  of  sea- 
room,  when  you  are  within  one  or  two  hundi-ed  miles  of  the  projected  track. 

Therefore,  when  you  are  near  the  projected  track,  consider  yourself  in  as  good  a  [losition  as  though 
you  were  actually  on  it. 

The  greatest  average  by  the  old  route  is  for  July,  which  is  48  days ;  the  most  tedious  month  by  the 
new  route  is  August,  which  gives  41  days  as  the  average. 

When  a  vessel  finds  herself  pinched  for  room,  she  should  never  hesitate  to  pass  inside  of  Fernando  do 
Noronha;  and  vessels  bound  around  the  Cape  of  Good  Hope,  will  fmd  it  to  their  convenience  to  cross  the 
equator  somewhat  further  to  the  east  than  they  Avould  if  bound  to  South  America  or  around  the  "  Horn." 

The  most  pertinent  question  for  the  navigator  to  ask,  with  regard  to  the  route  hence  to  the  southern 
hemisphere,  is  not,  "  Where  shall  I  cross  the  equator  ?"  but,  "  Where  shall  I  lose  the  N.  E.,  and  Avhere  get  the 
S.E.  trades?" 

Hence,  it  will  be  observed  that,  liy  following  these  SailliKj  Dinvtious,  vessels  will  occasionally  be  com- 
pelled to  go  as  far  east  as  longitude  25°  AY.;  but  this  is  north  of  the  equator,  and  in  those  regions  and 
months  when  and  where  the  N.  E.  trades  usually  fail. 

I  have  given,  in  former  editions,  and  here  repeat,  with  all  their  mistakes,  the  passages  of  89  vessels 
that  have  attempted  the  new  route;  and  of  73,  also  taken  at  random,  that  have  gone  by  the  old  route.  The 
result  showed,  then,  that  the  routes  which  I  have  proposed,  and  which  were  followed  by  these  89  vessels — 
many  of  them  doubtingly — had  reduced  the  average  sailing  distance  from  the  ports  of  the  United  States  to 
the  equator,  as  much  as  two  weeks  for  some  months;  10  days  as  the  average  for  the  winter  and  spring,  and 
one  week  as  the  average  the  j'ear  round. 

The  average  passage  to  the  line  the  jenv  round  was,  according  to  these  tables,  by  the  old  route,  41 
days,  by  the  new  34  ;*  thus  exhibiting  a  saving  of  about  17  per  cent,  of  the  usual  time  under  canvas  hence 
to  the  equator;  which  saving  was  among  the  fii'st  fruits  of  the  Wind  and  Current  Chari.s,  and  of  that  system 


*  This  was  written  iiivl  iiviljlislio.l  sevci-iil  yciirs  ngn.  Since  tlint  time  navigatui-s  have  leanieil  In  fnllow  the  new  r.mte  better.  Twenty 
days  is  now  not  an  uncommon  j)assage  iVom  New  York  to  the  line,  and  some  of  tlie  new  slii|is  talk  ol'  making  it  in  lU.  It  has  been  nuule 
in  18. 


416  THE  WIND  AND  CUKRENT  CHARTS. 

of  investif^ation,  witli  regavd  to  tlic  winds  and  currents  of  tte  ocean,  tliat  the  patriotism,  intelligence,  and 
public  spirit  of  American  ship-owners  and  masters  have  enabled  me  to  pursue  with  such  signal  advantage 
to  tlie  commerce  of  the  country. 

Since  the  first  publication  of  the  Wind  and  Current  Charts,  the  materials  for  improving  them  have  in- 
creased with  great  rapidity.  These  materials  have  been  so  discussed  and  arranged,  by  the  officers  at  the 
Observatory,  that,  witli  the  aid  of  the  Pilot  Charts,  the  navigator  may  now  calculate  and  project  the  path 
of  his  ship  on  an  intended  voyage,  very  much  in  the  same  way  that  the  astronomer  determines  the  jDath  of 
a  comet  through  the  heavens.  There  is  this  diflerence,  however :  the  Chart  with  its  data  shows  the  navi- 
gator that,  in  pursuing  his  path  on  the  ocean,  head  winds  and  calms  are  to  be  encountered,  which  will  turn 
him  aside,  or  retard  him  on  his  way;  and  that,  therefore,  he  cannot  predict  with  certainty  the  place  of  his 
ship  on  a  given  day.  He  therefore,  in  calculating  his  path  through  the  ocean,  has  to  go  into  the  doctrine 
of  chances,  and  to  determine  thereby  the  degree  of  probability  as  to  the  frequency  and  extent  with  which 
he  may  anticipate  adverse  winds  and  calms  by  the  way. 

Thus,  in  the  5  degrees  square  of  the  ocean,  between  latitude  35°  and  40°  N.,  longitude  70°  and  75°  "W., 
the  log-books  of  4,387  vessels,  or  the  records  of  vessels  for  4,387  days  in  this  square,  have  been  examined; 
823  of  which  were  there  in  the  month  of  February  of  different  years. 

Now,  supposing  (and  there  is  no  reason  to  suppose  otherwise)  that  these  observations  give  a  fair  aver- 
age as  to  the  prevalence  of  calms,  and  the  direction  of  the  winds ;  we  are  led  to  the  conclusion  that,  if  one 
of  these  vessels  had  attemjited  to  sail  through  this  square  one  hundred  times  on  an  E.  S.  E.  course,  in  the 
mouth  of  February,  for  a  series  of  years,  she  would  have  had  6.2  calms,  fair  winds  85.5,  and  1.3  wind  dead 
ahead,  or  at  E.  S.  E. ;  that  she  would  have  been  headed  oil'  on  the  larboad  tack,  or  by  "  slant"  winds  from 
the  northward  and  eastward,  7.3  times  ;  and  on  the  starboard  tack,  or  by  "slant"  winds  from  the  southward, 
5.9  times. 

From  this,  the  navigator  will  see,  also,  that,  along  this  part  of  the  February  route,  the  northern  side  is 
rather  the  windward  side ;  and  that,  therefore,  when  winds  are  free,  it  is  better  to  keep  along  this  part  of  the 
route,  somewhat  to  the  north  of  the  projected  line. 

After  crossing  latitude  20°  N.,  longitude  40°  W.,  he  will  likewise  see  that  he  is  there  still  liable  to  be 
headed  off  by  winds  from  the  northward  and  eastward  ;  and  that,  consequently,  when  the  wind  comes  out 
dead  ahead,  he  should  stand  off  on  the  starboard  tack ;  and  that,  when  the  winds  are  fair,  he  should  keep 
the  projected  track  to  the  southward  and  westward  of  him,  say  generally  40  or  50  miles. 

He  is  recommended  to  steer  straight  from  d  to  d  when  the  winds  are  fair ;  and  when  he  gets  thrown 
oft'  his  course,  instead  of  getting  out  of  his  way  to  get  back  to  the  projected  track,  he  should  be  guided  by 
the  Pilot  Chart,  and  run  ]:)aral!el  to  this  track,  or  otherwise,  according  to  the  Pilot  Chart. 

Similar  tables,  Avitli  complete  sailing  directions,  are  in  the  course  of  jireparation  for  every  month,  and 
all  the  principal  routes  across  the  ocean. 

These  present  tables  from  that  publication  arc  given  for  the  information  especially  of  those  navigators 
who  are  bound  on  voyages  beyond  tlie  equator. 


ROUTES  TO   RIO,   ETC.  417 

Those  who  desire  to  try  these  routes,  shoiild  project  the  route  for  the  montli  on  the  Chart  as  far  as  the 
equator;  arrived  tlierc,  let  a  line  bo  di-awn  rroiu  the  point  of  actual  crossiug  to  Cape  St.  Augustine;  and 
then  aim  to  keep  this  line  under  the  fee,  so  as  to  have  it  at  least  20  or  30  miles  to  the  westward  when  the 
ship  crosses  the  parallel  of  6°  or  7°  south. 

After  that,  the  winds  haul  more  to  the  eastward,  and  there  will  be  no  diHicuIty  in  laying  up  S.  S.  W., 
or  even  as  high  as  south. 

If  the  ship  be  headed  off  to  the  west  of  her  course  or  to  the  west  of  said  line  to  St.  Augustine,  she 
should  take  advantage  of  the  first  "slant,"  tack,  stand  east,  and  make  short  and  long  legs  until  she  can  clear 
the  land. 

This  part  of  the  route  is  the  turning-point  of  the  passage.  By  studying  the  Charts  as  well  as  the  tables, 
navigators  will  sec,  that,  with  attention  and  management  between  the  equator  and  6°  south,  they  will  have 
little  or  no  difficulty  in  making  either  a  S.  S.  W.  course  good  on  one  tack,  or  an  east  course  on  the  other; 
and  when  they  find  it  necessary  to  stand  to  the  eastward,  they  should  never  stand  farther,  unless  they  can 
make  southing  also,  than  to  bring,  20  or  30  miles  to  the  leeward  of  them,  a  straight  line,  drawn  from  31° 
on  the  equator,  just  so  as  to  clear  the  land  about  Cape  St.  Augustine.  In  this  part  of  the  route,  more  than 
in  all  others,  the  navigator  should  study  the  slants,  and  take  advantage  of  all  of  them. 

I  recommend  these  routes,  it  should  be  understood,  only  to  vessels  which  can  sail  within  six  points  of 
the  wind.  I  would  not  advise  any  vessel  that  cannot  do  this,  to  attempt  them,  for  she  will  be  apt  to  fall  to 
leeward,  and  then  she  will  find  it  difficult  and  tedious  to  get  up  again. 

There  are  other  parts  of  the  routes  in  which  it  is  also  necessary  to  study  the  "slants."  For  instance: 
take  that  part  of  the  February  route  which  lies  between  the  parallels  of  20°  and  15°  N.  It  will  be  observed 
that  though  but  one  of  the  25  observations  from  which  this  part  of  the  route  is  determined,  gives  the  wind 
directly  ahead,  yet  that  8  per  cent,  of  them  are  "slant"  winds  from  the  eastward,  which  will  prevent  a  vessel 
8  times  in  100  from  lying  S.  S.  E.,  the  course  prescriljed. 

After  crossing  15°  it  will  be  seen  that  the  navigator  will  have,  if  the  observations  consulted  give  a  fair 
average  as  to  the  direction  of  the  wind,  neither  head-winds  nor  "slants,"  until  he  gets  5°  N.  Thence  to 
the  equator  he  is  liable  to  be  headed  off  to  the  westward  1-1.7  times  in  100.  lie  should,  therefore,  in  this 
month  aim,  if  the  winds  allow,  to  keep  this  part  of  the  route  under  the  lee,  so  as  to  cross  5°  N.  to  the  east 
of  31°. 

By  skmts,  I  mean  winds  that,  though  not  dead  ahead,  will,  nevertheless,  head  a  ship  off  her  course; 
thus,  for  a  vessel  that  wishes  to  head  E.,  a  wind  at  N.  N.  E.  or  N.  E.  would  be  what  here  is  called  a  slaiit 
wind. 

The  route  for  each  montli  is  computed  according  to  the  doctrine  of  chances  ;  the  number  of  observa- 
tions from  which  each  part  of  the  route  is  calculated  is  stated  in  the  last  column,  "Total  number  of 
observations." 

It  will,  therefore,  be  perceived  that  some  parts  of  each  route  are  entitled  to  more  weight  than  others. 

m 


418  THE   WIND   AND   CURllENT   CHARTS. 

Thus,  the  percentage  of  fair  and  adverse  winds  for  the  first  course  on  the  December  track  is  derived  from 
364  observations,  whereas  that  for  the  fifth  course  is  derived  from  only  2Ct.  All  will  admit  that  364  give  a 
better  average  than  do  only  26  observations. 

It  must  be  further  presumed  and  admitted  that  vessels  may  expect,  in  following  any  one  of  these  routes, 
sometimes  to  encounter  head- winds  and  calms,  and  have  long  passages. 

But,  taking  the  average  length  of  passage  by  these  routes,  the  data  of  the  Charts  lead  us  to  the  conclu- 
sion that  a  fair  sailer,  under  good  management,  will  run  in  December  from  31  to  36  days  from  the  Atlantic 
ports  to  the  equator;  in  January,  from  30  to  35  days;  and  in  February  and  March,  from  19  to  27  days, 
against  41  da3-s  by  the  old  or  usual  route. 

Navigators  who  are  disposed  to  try  these  routes  should  have  the  Pilot  Charts  on  board;  which 
Pilot  Charts  will  be  furnished  to  them  on  application,  either  at  the  National  Observatory  at  Washington, 
or  to  George  Manning,  No.  142,  Pearl  Street,  New  York ;  provided  the  applicant  will  agree  to  furnish  this 
office  an  abstract  of  his  log  according  to  the  form  with  which  he  will  also  be  gratuitously  supplied,  and 
which  form  may  be  found  in  another  part  of  these  directions. 

Vessels  from  other  ports  of  the  United  States,  besides  New  York,  are  recommended  to  make  the  best 
of  their  way  to  the  track  from  New  York.  They  should  generally  be  governed  by  the  winds  they  happen 
to  meet  as  to  where  they  will  intercept  this  track.  If  vessels  from  southern  ports  aim  to  intercept  it  to  the 
S.  of  33°  N.,  they  will  be  liable  to  encounter  the  calms  of  the  Ilorse  Latitudes. 

National  Observatory,  WasJu'iif/to7i,  Decemher  14,  1849. 

In  the  above,  the  first  edition  of  the  Pilot  Charts  is  referred  to  for  illustration.  The  second  edition, 
which  is  now  (Jan.  1854)  out,  contains  more  observations  for  this  part  of  the  route. 

In  coming  out,  especially  from  New  York  and  Boston,  with  fair  winds,  the  navigator  who  is  bound 
into  the  southern  hemisphere  will  do  avoII,  as  long  as  the  winds  are  fair,  to  stand  east,  and  not  to  attempt 
to  make  any  longitude  until  he  reaches  the  meridian  of  65°  or  60°  west.  Tliis  should  be  done  only  when 
the  winds  are  fresh  and  Mr. 


ROUTES   TO   KIO,    ETC. 


419 


Best  average  Routes  from  New  York  to  Rio,  and  Ports  bevoxd  the  Equator. 

Neiu  York  to  Rio. — December. 


Latitude. 


Longitude. 


Course. 


DIST.\NCE.S. 


True. 


Per  cent. 


AveraKC. 


WINDS;  TER  CENT. 


Head. 


SI..\NTS  FROM 


X'd  or  E'd.   S'd  or  W'd 


Fair. 


Calms. 


Total  No. 
observa- 
tions. 


From 


40°  27' 

39  12 

39  12 

35  12 

35  00 

33  29 

33  29 

31  44 

30  00 

25  00 

22  16 

20  00 

15  00 

14  37 

10  00 

5  00 


■N.  74° 
70 
65 
60 
59 
55 
50 
45 
43 
43 
40 

l35 
35 
!35 
30 
Equator  32 


OO'to 
00 

md 

00 

24 

00 

00  (7 

00  d 

00 

00 

00 

34(7 

24 

00(7 

00 

00(7 

04 


E.S.E. 

E. 

S.E. 

E.  S.  E. 

E.S.E. 

E. 

E.  S.  E. 

S.E. 

S. 

S.E. 

S.E. 

S.  S.  E. 

S.E. 

S. 

S.E. 

S.  S.  W. 


200 
233 
338 

31 
237 
350 
275 
147 
300 
232 
192 
325 

33 
277 
424 
324 


7.0 

214 

6.4 

248 

7.2 

363 

10.9 

34 

6.4 

252 

3.7 

259 

9.3 

300 

24.8 

183 

9.6 

329 

9.0 

253 

7.5 

206 

4.3 

339 

22.9 

41 

1.4 

231 

13.1 

479 

3.0 

334 

2.1 
2.0 
0.8 
4.0 
4.0 
0.0 
3.9 
6.4 
2.0 
3.4 
0.0 
0.0 
11.1 
0.0 
2.0 
1.4 


5.0 

8.8 

7.0 

0.0 

0.0 

7.8 

16.8 

12.0 

lu  13.6 

tu  19.5 

w    7.2 

lu  14.8 

10    6.0 

20  26.0 

4.2 


4.5 
7.0 
8.8 
7.0 
0.0 
9.2 
6.5 
26.4 
12.0 
0.0 
6.5 
4.8 
0.0 
0.0 
14.0 
0.0 


86.2 

3.0 

86.0 

1.5 

81.6 

0.8 

82.0 

1.0 

96.0 

0.0 

90.8 

0.0 

81.8 

7.5  e 

50.4 

2.4 

74.0 

6.0 

83.0 

3.4 

74.0 

1.3 

88.0 

2.4 

74.1 

0.0 

87.0 

0.0 

58.0 

10.7  e 

94.4 

4.0 

364 
195 

119 
100 
2(i 
44 
75 
121 
48 
29 
79 
42 
27 
25 
50 
71 


Shortest  distance  to  the  equator  by  this  route,  3,918  miles ;  average  distance  to  be  sailed,  on  account 
of  adverse  winds,  4,115.  Shij)  Bothnia,  Captain  Aver}^,  in  December,  1850,  accomplished  it  in  29  days,  and 
4,077  miles  per  log. 

It  is  only  about  in  the  proportion  of  1  to  2  that  a  vessel  in  this  part  of  the  ocean  can  make  a  S.  E. 
course  between  the  parallels  of  10°  to  5°  N.  Therefore,  vessels  going  the  December  route  should  generally 
aim  to  cross  10°  N".  to  the  cast  of  35°  W. 

These  tables  have  been  before  navigators  for  several  years ;  ships  are  now  found  consulting  them 
daily,  and  shaping  their  course  by  them.  With  the  view  of  affording  practicable  examples  as  to  the  speed 
of  vessels  that  have  tried  this  route,  I  quote  tracks  from  logs  of  such  vessels,  taken  at  random. 


December  Trades. 

Clipper  Ship  Contest,  from  New  York,  bound  to  San  Francisco,  fifteen  days  out. 

Dec.  2,  1852.  Lat.  20°  44'  N.;  long.  36°  30'  W.  Winds :  South,  South,  S.  S.  W.*  This  day  comes  in 
with  squally  weather  and  rain ;  middle  part,  wind  all  about  the  compass  in  squalls,  with  heavy  rain ;  latter 
part,  light. 

Dec.  3.  Lat.  19°  52'  N.;  long.  35°  32'  W.  All  this  24  hours,  light  airs,  variable  from  S.  S.  W.  to  S. 
S.  E.,  with  more  unsettled  weather :  ends  calm. 


*  In  tlicse  extracts,  the  winds  are  (juotcd  tliree  times  (first,  middle,  and  latter  part)  for  each  day. 


420  THE    WIND   AND   CUKRENT   CUAKTS. 

Dec.  4.  Lat.  19°  01'  N. ;  long.  36°  31'  W.  Throughout  these  24  hours,  light,  baflliug  airs,  from 
south,  S.  S.  E.,  and  west,  to  a  calm. 

Dec.  5.  Lat.  17°  24'  N. ;  long.  30°  39'  W.  Winds:  S.  S.  E.,  S.  E.,  E.  S.  E.  Light  winds,  and  pleasant, 
trade-like  weather. 

Dec.  6.  Lat.  14°22'ISr. ;  long.  35°  26' W.  Commences  with  fine,  settled,  pleasant  weather,  with 
moderate  trades  from  E.  by  S.  to  E.  by  N.  I  do  not  like  my  being  so  far  to  the  west;  feel  as  though  I 
shall  be  bothered  to  fetch  by  the  cape ;  but  I  shall  go  boldly  on,  and  do  the  best  to  make  a  run. 

Dec.  7.  Lat.  10°  35'  N. ;  long,  not  observed.  Comes  in  light  from  E.  by  S.  to  east,  and  pleasant ; 
middle,  brisk  from  E.  by  N. ;  latter,  moderate. 

Dee.  8.  Lat.  8°  SO'  N. ;  long.  31°  34'  W.  Winds  :  E.  by  N.,  E.  by  N.,  S.  E.  Begins  with  pleasant 
trades,  with  fine  weather;  middle  part,  fresh  and  cloudy,  with  a  swell  from  S.  E. ;  latter,  squally,  with  calms 
between  squalls. 

Dec.  9.  No  observations.  Winds:  E.  S.  E.,  E.  N.  E.,  east.  First  part,  squally  with  rain;  middle, 
brisk ;  ends,  next  to  a  calm.     Up  to  this  time  it  has  rained  every  day  but  four  since  leaving  port. 

Dec.  10.  Lat.  5°  01'  ISF. ;  long.  29°  30'  W.  Winds :  calm,  east,  S.  S.  E. ;  first  part,  calm ;  middle  and 
latter,  light,  with  rain  squalls. 

Dec.  11.  Lat.  4°  03'  N. ;  long.  30°  00'  W.  Winds:  calm,  calm,  east.  First  and  middle  parts,  calm, 
and  constant  rain ;  latter,  light  breezes,  with  rain  squalls.  The  weather  very  sultry  and  hot,  as  much  so  as 
I  ever  experienced. 

Dec.  12.  Lat.  1°  52'  N. ;  long.  30°  17'  W.  Winds :  S.  E.  First  part,  light  and  rainy  ;  middle,  squally, 
with  rain,  and  very  baffling;  latter,  moderate  and  pleasant.     Current,  12  miles  S.  E. 

Dec.  13.  Lat.  0°  26'  S.;  long.  31°  06'  W.  Winds:  S.  E.,  S.  E.  by  E.  First  part,  light  airs;  middle, 
baflfiino';  latter,  fine,  settled,  trade-like  weather.  Crossed  the  equator  in  27  days;  think  I  have  done  well, 
for  the  chauce  that  I  have  had  for  making  a  passage. 

Dec.  14.  Lat.  3°  37'  S. ;  long.  32°  07'  W .  All  this  day  brisk  trades  from  S.  E.  by  E.,  to  S.  E.  by  S. 
Close-hauled. 

Dec.  15.  Lat.  6°  56'  S. ;  long.  32°  50'  W.  Winds :  S.  E.,  S.  E.  by  E.  Moderate.  Middle  and  latter 
parts,  brisk. 

Dec.  16.  Lat.  10°  26'  S. ;  long.  34°  15'  W.  Winds:  S.  E.  by  E.,  and  E.  S.  E.  First  part,  brisk  trades; 
middle  and  latter,  moderate  and  pleasant. 

Captain  Whiimore  to  Lieut.  Maury. 

S.VN  Francisco,  March  26,  1858. 

Sir  :  Inclosed  is  an  abstract  of  the  ship  Tingqua,  from  New  York  to  this  port,  which  I  forward 

according  to  your  request.     I  have,  on  this  passage,  followed  your  directions  as  near  as  possible,  and  have 

no  reason  to  regret  it.     Was  unfortunate  on  this  side  of  the  line;  but,  on  inquiry,  I  do  not  think  my 

crossing  could  have  been  better.  "  On  comparison  of  logs  with  other  ships,  I  find  I  gained  considerable  by 


ROUTES   TO   RIO,   ETC.  421 

I  being  in  shore  from  the  Eiver  La  Platte  to  Cape  Horn.  A  ship  arrived  here  hast  evening  from  Boston,  had 
64  days  to  the  line,  which  she  crossed  in  2G°  longitude;  and  a  number  have  come  under  my  observation  in 
II  this  passage,  who  were  in  the  same  difficulty.  The  clipper  ship  Alboni  sailed  some  days  previous ;  the 
I  Living  Age,  Tuscany,  and  Sacramento  sailed  in  company  with  me,  and  have  not  yet  arrived.  I  leave  this 
I  port  for  Ilong  Kong  on  the  29th  inst.,  and  during  the  passage  shall  make  all  the  observations  practicable. 
'  Ship  Tingqua  (S.  D.  Whitmore),  New  York  to  San  Francisco.     Nine  days  out: — 

Dec.  3,  1852.  Lat.  28°  23'  N. ;  long.  42°  10'  W.  Barometer,  29.90 ;  temperature  of  air,  74°  ;  of  water, 
75°.  Winds,  throughout,  N.  X.  E. ;  fresh  breezes,  and  fine  weather.  All  sail  set.  Barometer  rising,  and 
every  appearance  of  trade-winds,  although  I  do  not  expect  them  yet ;  if  so,  I  am  afraid  \vc  shall  have  them 
light,  and  far  to  the  southward. 

Dec.  4.  Lat.  24°  36';  long.  40°  00'.  Barometer,  80.00;  temperature  of  air,  78°;  of  water,  76°. 
"Winds,  throughout,  from  N.  E.;  moderate  breezes,  steady,  with  light  squalls  of  rain.  Barometer,  steady. 
Sure  of  the  trades.  ITcre  is  where  I  ought  to  have  struck  my  line  from  Sandy  Hook,  but  was  anxious  to 
get  to  the  eastward. 

Dec.  5.  Lat.  22°  16'  N. ;  long.  39°  19'  W.  Barometer,  29.95 ;  temperature  of  air,  78° ;  of  water,  76°. 
Winds :  first  part,  N.  N.  E  ;  middle  part,  E.  N.  E. ;  latter  part,  E.  S.  E.  Commences  light,  baffling  breezes, 
and  fine  weather ;  throughout  the  night,  light,  baffling  airs. 

Dec.  6.  Lat.  19°  23' ;  long.  39°  27'.  Barometer,  30.00 ;  temperature  of  air  and  water,  each  79°. 
Winds :  first  part,  E.  S.  E. ;  middle  part,  S.  E. ;  latter  part,  S.  S.  E.;  light  airs  and  baffling,  with  light  S(j^ualls 
of  rain.  A  heavy  squall  from  N. ;  am  afraid  it  is  going  to  be  as  I  conjectured,  very  light  trades — wrong 
time  of  the  moon.     This  time  last  year,  I  had  double  reef  breezes  from  E.  N.  E. 

Dec.  7.  Lat.  10°  17';  long.  38°  47'.  Barometer,  29.90;  temperature  of  air,  79°;  of  water,  79°. 
Winds :  first  part,  S.  E. ;  middle  part,  S.  E. ;  latter  part,  S.  E.  by  S.  Light  breeze,  and  fine  weather.  I  wish 
I  was  3°  farther  east ;  however,  I  will  keep  on,  and  trust  to  Maury. 

Dec.  8.  Lat.  13°  7';  long.  36°  45'.  Barometer,  29.90;  temperature  of  air  and  water,  79°.  Winds: 
during  the  first  and  middle  part,  E.  S.  E. ;  latter  part,  E.  by  S.  Strong  breeze,  and  a  heavy  head  sea. 
Rigging  much  slackened ;  obliged  to  tack  to  the  northward  two  hours  to  get  a  pull  of  the  weather  rigging. 
Two  weeks  out ;  distance  sailed,  2,666  miles. 

Dec.  9.  Lat.  11°  25';  long.  36°  00'.  Barometer,  29.85;  temperature  of  air,  79°;  of  water,  80°. 
Winds :  during  the  first  and  middle  part,  E.  by  S. ;  latter  part,  E.  Strong  breeze,  and  dark  cloudy  weather; 
glass  falling ;  heavy  head  sea ;  all  sail  set. 

Dec.  10.  Lat.  9°  9' ;  long.  33°  50'.  Barometer,  29.80  ;  temperature  of  air,  78° ;  of  water,  79.  Winds : 
first  part,  E.  N.  E. ;  middle  part,  E.  by  N. ;  latter  part,  E.  S.  E.  Strong  breeze,  and  dark  squally  weather, 
as  I  bcli-eve  is  always  the  case  in  this  parallel.  Winds  inclining  to  the  northward.  Barometer  still  falling; 
latter  part  wind  heading;  heavy  squall  from  the  S.  S.  E. ;  fear  these  trades  are  done;  have  recovered 
Maury's  track. 

Dec.  11.    Lat.  7°  5'  N.;  long.  32°  30'  W.    Current,  i  knot,  W.    Barometer,  29.80;  temperature  of 


422  THE  wi:s'i)  and  current  charts. 

air,  79°  ;  of  water,  80°.  Wimls :  first  part,  S.  E. ;  middle  and  latter  part,  E.  Commences  with  hard  squalls 
from  the  S.  and  E.,  and  much  rain.  Wind  heading  me  to  S.  W.  by  S. ;  headed  me  the  same  the  last  time  I 
crossed  the  parallel — in  March,  1850 — being  advised  of  it  by  Maury,  and  of  course  expected  it,  am  not  to 
be  discouraged  yet.     Latter  part,  winds  more  easterly ;  heavy  head  sea,  and  dark  cloudy  weather. 

Dec.  12.  Lat.  5°  3'  N. ;  long.  31°  20'  W.  Current  per  hour,  1  knot,  AV.  Barometer,  29.85 ;  tempera- 
ture of  air,  80°;  of  water,  79  J°.  Winds:  first  part,  S.  E.  by  E. ;  middle  part,  E.S.  E.;  latter  part,  bafiSing. 
Commences  with  strong  breezes  from  the  east,  and  cloudy  weather ;  hove  to  two  hours,  setting  up  rigging. 
Through  the  night,  light  baffling  winds,  and  S(|ually,  with  much  rain  ;  all  sail  set ;  ends  strong  breezes. 

Dec.  13.  Lat.  2°  30'  N. ;  long.  31°  10'  W.  Current,  i  knot,  W.  N.  W.  Barometer,  29.90 ;  temper- 
ature of  air,  80° ;  of  water,  79°.  Winds :  during  first  and  middle  part,  E.  S.  E. ;  latter  part,  S.  E.  Fresh 
breezes  and  firm  weather.  I  do  not  know  whether  to  call  them  S.  E.  trades  or  not ;  if  so,  I  have  had  them 
since  leaving  20°  N. ;  weather  more  settled ;  made  a  sail  hood  on  the  weather  bow.  At  8  P.  M.  spoke 
the  brig  Brandy  wine,  26  days  out  from  Philadelphia,  bound  to  Pernambuco;  i-eports  light  easterly  winds; 
of  course  he  was  to  the  east,  and  had  no  difficulty  in  clearing  the  cape,  as  he  crosses  in  this  parallel  every 
three  months. 

Dec.  14.  Lat  .00°  5'  S. ;  long.  32°  5'  W.  Current,  1  W.  N.  W.  Barometer,  29.95  ;  temperature  of  air, 
80°  ;  of  water,  79°.  Winds  :  during  the  first  and  middle  part,  E.  S.  E. ;  latter  part,  S.  E.  Strong  beeezes, 
and  fine  weather.  I  considered  my  passage  thus  far  extra,  and  I  consider  myself  far  enough  to  the  east- 
ward to  be  safe,  in  order  to  clear  the  cape  (19  days  and  19  hours).  I  can  see  where  I  have  lost  one  day  in 
this  passage,  by  not  bracing  sooner,  and  keeping  to  the  eastward,  in  order  to  cross  20°  N.,  according  to 
Maury's  direction ;  but  supposing  the  wind  would  favor  me,  if  I  kept  on  with  the  wind  free  until  I  crossed 
the  latitude  of  15°  N.,  I  was  obliged,  as  the  wind  still  hung  to  the  eastward,  to  brace  up  sharp,  to  make  my 
mark,  and  have  been  so  for  the  last  eight  days,  and  making  a  zigzag  track.  However,  I  was  determined 
not  to  tack  until  the  land  compelled  me,  or  as  long  as  she  would  head  S.  S.  W.  good  full. 

Dec.  15.  Lat.  1°  20'  S. ;  long.  83°  00'  W.  Current  per  hour,  J  knot,  N".  Barometer,  30.00;  temper- 
ature of  air,  80°  ;  of  water,  79°.  Winds :  first  part,  S.  E.  by  E. ;  middle  part,  S.  E. ;  latter  part,  S.  E.  Light 
breezes  and  fine  weather ;  wind  hanging  steady  for  S.  E.,  and  every  appearance  of  continuing  so. 

Dec.  16.  Lat.  3°  2-4'  S. ;  long.  3-4°  00'  W.  Barometer,  29.95 ;  temperature  of  air,  80°  ;  of  water,  79°. 
Winds :  during  first  and  latter  part,  S.  E. ;  middle  part,  S.  E.  by  E.  Light  and  steady  winds,  and  fine 
weather.     I  have  been  looking  for  a  strong  current,  but  experience  none  of  any  consequence. 

Dec.  17.  Lat.  6°  17'  S. ;  long.  34°  34'  W.  Barometer,  29.90 ;  temperature  of  air,  80°  ;  of  water,  79°. 
Winds :  during  first  and  middle  part,  E.  S.  E. ;  latter  part,  S.  E.  by  E.  Moderate  breeze  from  the  E.  S.  E. 
through  the  night ;  wind  seems  to  favor  us  a  point ;  no  prospect  of  weathering  "  Eoccas" ;  fortunately, 
there  is  water  enough  to  the  leeward  of  it ;  for  the  Tingqua  shall  proceed — ^cannot  think  of  tacking  so 
^ong  as  there  is  room  to  wear — in  hopes  the  wind  will  favor  us  through  the  night  as  heretofore.  Latter 
part,  fine  weather — to  the  southward  of  "  Eoccas" ;  judged  we  passed  about  9  miles  to  the  west  of  it,  but 
did  not  see  it ;  ship  heading  up  S.'  i  W.  during  the  night.     At  noon,  saw  the  land  ;  about  Point  Natal  and 


ROUTES   TO    UIO,    KTC.  423 

Point  Anger,  cannot  weather  it.     T  believe  I  will  stand  ofl'a  few  hours,  in  order  to  take  advantage  of  the 
breeze  throus'h  tlie  night. 

Dec.  18.  Lat.  7°  -18'  S. ;  long.  34°  40'  W.  Barometer,  29.90 ;  temperature  of  air,  82°  ;  of  water,  79°. 
AVinds:  during  first  part,  S.  E. ;  middle  and  latter  part,  E.  S.  E.  Light  breezes,  and  pleasant;  stood  off 
shore  until  10  P.  M. ;  wind  still  continuing  steady  from  the  S.  E. ;  appearance  of  a  change  to  the  eastward. 
Tacked  iu  shore,  wind  dying  a\va\' ;  at  11  P.  A[.  wind  from  the  E.  S.  E.,  in  a  .squall.  Continued  blowing 
fresh  throughout  the  day.  At  noon,  passed  in  sight  of  Oliuda  ;  and  now  I  consider  myself  clear  of  all 
dangers,  with  a  good  leading  breeze,  and  all  the  /dies  out.     24  days  out,  and  clear  of  Cape  St.  Augustine. 

Dec.  19.  Lat.  9°  55'  N. ;  long.  34°  45'  W.  Barometer,  29.95 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds  from  the  E.  S.  E.  during  the  24  hours  ;  with  moderate  breezes,  and  fine  weather;  under  all  sail ; 
sea  very  smooth.  I  do  not  suppose  there  is  one  instance  out  of  a  hundred,  where  the  wind  has  held  so 
steady  from  the  S.  E.,  as  in  this  one — which  shows  the  worst  side  of  Maury's  Ti-ack — which,  I  think,  I 
have  given  a  little  more  than  a  fair  trial — that  is,  exceeded  his  limits  somewhat;  however,  I  have  found 
no  difficulty,  and  would  try  the  same  track  again.  I  found  no  current  of  any  consequence  south  of  the 
line,  and  the  wind  bearing  to  the  eastward  at  night,  has  helped  me  amazingly.  Since  leaving  5°  N.  the 
wind  has  held  S.  E.  steady,  which  would  carry  me  on  to  Cape  St.  Roque ;  and  I  stood  on,  still  in  hopes  of 
a  change,  until,  by  help  of  winds  veering  by  night,  and  a  short  tack,  I  weathered  and  passed  about  ten 
miles  east  of  Olinda.     24  days  out,  without  any  trouble  whatever,  except  what  was  borrowed. 

Dec.  20.  Lat.  12°  10'  S. ;  long.  35°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds:  during  first  and  middle  parts,  E.;  latter  part,  E.  N.  E.  Commenced  with  light  winds,  and  fine 
weather.  At  3  P.  i[.  made  two  sails  ahead  from  the  top-gallant  yard  ;  at  5  P.  il.  saw  them  from  the  deck, 
a  sliip  and  a  barque.  Ship  steering  S.  S.  E. ;  barque,  the  same  course  as  ourselves.  At  7  P.  ]\[.  spoke  the 
barque,  which  proved  to  be  the  Francis  F.  Jenness,  of  Portland,  from  Philadelphia,  bound  to  San  Francisco. 
84  days  out ;  did  not  understand  the  longitude  in  which  she  crossed  the  line,  but  she  was  33  days  between 
10°  N.  and  the  line;  suppose,  of  course,  he  must  have  been  to  the  eastward.  If  there  is  any  virtue  in  Maury's 
Charts,  I  think  I  have  had  the  benefit  of  them.  This  ship  left  Philadelphia  4  davs  before  the  Tingqua 
was  launched  at  Portsmouth.  I  do  not  know  whether  this  is  a  comparison  or  not  between  the  new  and 
old  route ;  if  so,  the  advantage  is  decidedly  in  favor  of  the  new  one. 

Dec.  21.  Lat.  15°  07'  S. ;  long.  35°  00'  W.  Barometer,  30.00.  Winds :  during  first  and  middle  part, 
E.;  latter  part,  E.  N.  E.  Commenced  with  light  breeze;  saw  a  number  of  vessels  to  the  northward.  At 
6  P.  M.  wind  dying  away ;  at  sunrise,  saw  a  large  ship  to  windwind,  steering  S.  S.  W. ;  appeared  as  if  her 
foretopmast  was  gone ;  wind  inclining  to  the  N. ;  clouds  rising  from  the  N.  E. 

Dee.  22.  Lat.  17°  37'  S.;  long.  36°  10'  W.  Current,  per  hour,  i  knot,  S.  W.  Barometer,  30.00; 
temperature  of  air,  82° ;  of  water,  80.  Winds :  during  first  part,  E.  S.  E. ;  middle,  E.  N.  E. ;  and  latter  part, 
N.  E.     First  part,  light  and  baffling  winds;  latter  part,  fresh  breeze,  and  cloudy. 

Dee.  23.  Lat.  20°  50'  S.;  long.  37°  20'  W.  Current,  per  hour,  1  knot,  S.  W.  Barometer,  29.90; 
temperature  of  air,  80°;  of  water,  78°.     Winds:  during  the  first  and  latter  ]iart,  N.  E. :  middle  part,  N.  N. 


^24-  THE  WIND  AND  CURRENT  CHARTS. 

E.     Commences  and  eontinucs  during  the  night  with  moderate  breezes  and  squalls,  with  much  rain.     Ends 
squally  ;  wind  veering  two  points  in  the  squall,  owing,  I  suppose,  to  the  Abrolhos  Bank,  although  there  is    |A 
no  change  in  the  barometer  or  thermometer.     Ends  with  strong  breeze. 

Dec.  2-i.  Lat.  23°  51'  S.;  long.  41°  00'  W.  Current,  per  hour,  one  knot,  S.  W.  Barometer,  29.90; 
temperature  of  air,  80° ;  of  water,  78°.  Winds :  during  first  and  latter  part,  N.  E. ;  middle  part,  N.  N.  E. 
Light  winds  and  pleasant;  all  sail  set;  saw  two  fishing-boats.  Ends  cloudy;  30  days  out,  and  to  the 
southward  of  Kio,  and  only  one  degree  to  the  eastward  of  it. 

Ship  Alhmi  (N.  E.  Littlefield),  New  York  to  San  Francisco,  fourteen  days  out. 

Dec.  G,  1852.  Lat.  21°  43'  N.;  long.  37°  50'  W.  Temperature  of  air,  78° ;  of  water,  79°.  Winds: 
*N.  E.  baffling,  E.  S.  E.     First  part,  light ;  middle  very  light ;  latter,  pleasant  breezes. 

Dec.  7.  Lat.  19°  N.;  long.  37°  50'  W.  Barometer,  29.50;  temperature  of  air,  80°  ;  of  water,  79°. 
Winds:  S.  E.,  E.,  E.S.E.;  first  and  naiddle  parts,  fresh  and  squally;  latter,  pleasant. 

Dec.  8.  Lat.  1G°  20'  N.;  long.  37°  58'  W.  Current,  64  miles  E.;  temperature  of  air,  80°;  of  water, 
85°.  Winds :  E.  N.  E. ;  fresh  gales  and  squally.  Rainbows,  sundogs,  wind  gulls(?)— everything  to  make 
it  unpleasant.  I  liave  never  found  such  a  current  hereabout.  I  have  crossed  this  latitude  some  forty  or 
fifty  times.     I  have  often,  in  long.  40°  near  the  equator,  found  similar  currents. 

Dec.  9.  Lat.  14°  30'  N".;  long.  34°  W.  Current,  1.4  miles  per  hour  E. ;  temperature  of  air,  79°  ;  of 
water,  79°.     Winds :  E.  S.  E.,  E.  S.  E.,  E. ;  fresh  gales  and  squally.     Tide  rips. 

Dec.  10.  Lat.  12°  24'  N. ;  long.  33°  10'  W.  Current,  0.6  miles  per  hour  E. ;  temperature  of  air,  79°  ; 
of  water,  80°.     Winds :  E.,  fresh  and  unpleasant,  very  heavy  sea  from  S.  E. 

Dec.  11.  Lat.  10°  18'  N. ;  long.  32°  15'  W.  Temperature  of  air,  80° ;  of  water,  80°.  Winds :  E.  S.  E., 
E.,  E. ;  fresh  and  squally.     Tide  rips ;  found  no  current. 

Dec.  12.     Lat.  7°  33'  N. ;  long.  31°  58'  W.     Temperature  of  air,  80°;  of  water,  81°.    Winds :  E. ;  fresh 

and  squally. 

Dec.  13.  Lat.  5°  16'  N. ;  long.  31°  38'  AV.  Temperature  of  air,  82°  ;  of  water,  81°.  Winds:  E.  S.  E. 
and  baffling;  first  part  fresh  and  pleasant,  middle  and  latter,  squally. 

Dec.  14.  Lat.  3°  28'  N. ;  long.  32°  10'  W.  Temperature  of  air,  81° ;  of  water,  81°.  Winds :  S.  S.  E. 
and  baffling;  light  and  squally. 

Dec.  15.  Lat.  3°  N.;  long.  32°  W.  Temperature  of  air,  80°  ;  of  water,  80.  Calm  throughout.  This 
day  calm  ;  with  rain,  thunder,  and  lightning. 

Dec.  10.  Lat.  1°  54'  K;  long.  32°  10'  W.  Temperature  of  air,  79°;  of  water,  79°.  Winds:  calm, 
S.  E.,  S.  E.     First  part  calm,  with  thick  fog  ;  middle  and  latter,  light  breezes. 

Dec.  17.     Lat.  0°  27'  S.;  long.  32°  25'  W.     Temperature  of  air,  80°;  of  water,  80.     Winds:  S.  E., 

light  and  pleasant. 

Dec.  18.    Lat.  3°  03'  S. ;  long.  32°  38'  W.    Tenqierature  of  air,  80°  ;  of  water,  80.    Winds  :  S.  B.  by  E. 

S.  E.,  S.  E.     All  this  (lay,  light  and  pleasant. 


KOUTES    TO    UIO,    ETC.  425 


Dec.  19.  Lat.  5°  43'  S. ;  long.  32°  88'  W.  Temperature  of  air,  80° ;  of  water,  80.  Winds :  S.  E.  by  E., 
i.  E.,  S.  E.      Light  and  plea.saut. 

Dec.  20.  Lat.  8°  43'  S. ;  long.  33°  58'  W.  Temperature  of  air,  80°;  of  water,  80.  Winds:  S.  ]•:. 
This  day  pleasant ;    I  found  not  the  least  difficulty  in  clearing  the  land. 

Jan.  15,  1853.  Lat.  50°  11'  S.;  long.  G4°  10'  W.  Temperature  of  air,  48°;  of  water  48°.  AVinds: 
south,  calm,  west.     First  part  light;  latter  part  with  rain;  saw  patches  of  kelp. 

Jan.  16.  Lat.  52°  21'  S. ;  long.  63°  50'  W.  Temperature  of  air,  46° ;  water  48°.  Winds :  S.  W.  by  W., 
S.  S.  W.,  S.  W^.  First  part,  fresh ;  middle,  fresh  gales ;  latter,  fresh  breezes  and  pleasant.  Large  schools 
of  whales,  two  or  three  hundred  or  more. 

Jan.  17.  Lat.  52°  40'  S.;  long.  64°  12'  W.  Temperature  of  air,  47°;  water  46°.  Winds:  S.  S.  W., 
wost,  calm.  First  part  light ;  middle  very  light,  with  rain  squalls.  The  next  passage  I  make  to  Cape  Ilorn, 
I  will,  if  possible,  keep  much  nearer  the  land.  If  I  had  been  two  degrees  nearer  the  land,  I  have  no  doubt 
but  what  I  should  have  shortened  my  passage  at  least  five  days. 

SMp  Samuel  Bussell  (J.  Limeburner),  19  days  to  the  line  from  New  York,  ten  days  out. 

Dee.  15,  1851.     Lat.  19°  1'  N. ;  long.  43°  29'  W.     Wind:  E.  S.  E.,  fine  and  pleasant. 

Dee.  16.     Lat.  16°  13'  N". ;  long.  42°  2'  W.     Winds:  E.,  E.  N.  E. ;  baffling  winds  and  .squally  weather. 

Dec.  17.     Lat.  13°  47'  K ;  long.  39°  48'  W.     Wind:  E.  S.  E.,  strong  breezes. 

Dec.  18.     Lat  11°  36'  N. ;  long.  37°  25'  W.     Wind :  E.  N.  E. ;  strong  breezes  and  rainy. 

Dec.  19.     Lat.  8°  59'  K ;  long.  34°  47'  W.     Wind :  E.  N.  E. ;  very  fine. 

Dec.  20.     Lat.  6°  27'  K;  long.  32°  31'  W.     Wind:  E.  N.  E.;  fine  breezes  and  squally  Aveather. 

Dec.  21.     Lat.  4°  30'  X.;  long.  30°  38'  W.     Winds:  E.  N.  E.,  E.  N.  E.,  east;  moderate  and  pleasant. 

Dec.  22.     Lat.  2°  27'  N.;  long.  30°  30'  W.     Wind:  east;  light  airs. 

Dec.  23.  Lat.  0°  00';  long.  30°  18'  W.  Wind:  S.  E.;  moderate  breezes;  crossed  the  equator  in  18 
days  and  20  hours  from  New  York. 

Dec.  24.  Lat.  3°  32'  S.;  long.  32°  18'  W.  Wind :  S.  E.  by  S. ;  fine  breezes.  At  3,  passed  Fernando 
de  Norouha. 

Dec.  25.     Lat.  7°  9'  S.;  long.  32°  55'  W.     Wind:  S.  E.;  strong  breezes,  with  passing  squalls  of  rain. 

Dec.  26.     Lat.  11°  14'  S.;  long.  33°  12'  W.     Wind:  E.  S.  E;  fine  breezes  and  pleasant. 

Bark  Hazard  (Andrew  Barstow),  New  York  to  Rio,  thirteen  days  out. 

Dec.  16,  1853.  Lat.  20°  11'  K ;  long.  39°  51'  W.  Barometer,  30.00.  Winds:  E.  S.  E.,  E.,  E.  N.  E. ; 
fresh  breezes  and  squalls  ;  ends  hazy. 

Dec.  17.  Lat.  16°  54';  long.  38°  31'  W.  Barometer,  30.00.  W^iuds:  E.  N.  E.,  E.  S.  E.,  E.;  fresh 
breezes  and  squalls  ;  ends  hazy. 

t)ec.  IS.  Lat.  13°  55'  N. ;  long.  37°  12'  W.  Barometer,  29.9.  Winds  :  E.,  E.,  E.;  squally  from  E.  S. 
E.  to  E.  N.  E. 

54 


426  TUE  WIND  AND  CURRENT  CHARTS. 

Dec.  19.     Lat.  11°  U'N.;  long.  35°-i8' W.    Barometer,  30.00.    Winds:  E.,  E.,  E.;  moderate  weather. 

Dec.  20.  Lat.  8°  31'  N. ;  loug.  34°  49'  W.  Barometer,  29.9.  Winds :  E.,  E.,  E. ;  first  moderate,  middle 
and  latter  fresb. 

Dec.  21.  Lat.  6°  03' ;  long.  32°  54'  W.  Barometer,  29.9.  Winds :  E.,  E.,  E.  N.  E. ;  fresh  breezes  and 
pleasant  weather.  '     . 

Dec.  22.  Lat.  4°  37'  N. ;  long.  31°  46'  W.  Barometer,  29.9.  Winds :  E.  N.  E.,  E.,  E.  S.  E.,  a  heavy 
S.  E.  squall ;  middle  and  latter  squally. 

Dec.  23.  Lat.  3°  11'  N. ;  long.  31°  47'  W.  Barometer,  29.9.  Winds :  E.  S.  E.,  E.  S.  E.,  S.  E. ;  light 
airs  and  cloudy.  .  .  ;    . 

Dec.  24.  Lat.  1°  14' K;  long.  31°  35' W.  Barometer,  29.9.  Winds :  E.,  E.,  S.  E. ;  midddle  heavy ;  E 
N.  E.,  squalls;  thunder,  lightning,  and  rain. 

Dec.  25.  Lat.  0°  47'  S. ;  long.  31°  41'  W.  Barometer,  29.9.  Winds :  E.,  E.  N.  E.,  E. ;  squalls  with 
thundei',  lightning,  and  rain. 

Dec.  26.  Lat.  2°  20' S.;  long.  31°  50' AV.  Barometer,  29.9.  Current  per  hour  1  knot,  W.  Winds: 
E.,  E.,  S.  E. ;  for  20  hours  squalls  from  N.  E.,  E.,  to  S.  S.  E. ;  thunder,  lightning,  and  rain. 

Dec.  27.  Lat.  4°  20'  S.;  long.  32°  30'  W.  Barometer,  29.9.  Winds:  S.  E.,  S.  E.,  S.  S.  E.;  squally, 
with  much  lightning ;  tacked  several  times. 

Dec.  28.  Lat.  6°  36'  S. ;  long.  32°  32'  W.  Barometer,  29.9.  Winds :  S.  E.,  S.  E.,  E.  N.  E. ;  squally, 
with  lightning.  .     -        -  .      .       .  ,       . 

Dec.  29.  Lat.  9°  50'  S.;  long.  33°  IS'  W.  Barometer,  29.9.  Winds:  S.  E.,  S.  E.,  E.  S.  E.;  fresh 
breezes,  and  pleasant.  ..,_.: 

New  Orleans,  Ilarch  22,  1853. 

Sir  :  Having  taken  passage  in  the  barque  Hazard,  of  Salem,  George  M.  Pollard,  master,  for  Rio  de 
Janeiro  and  back  to  New  Orleans,  Captain  P.  requested  me  to  keep  an  abstract  journal,  which  he  received 
from  your  agent  with  a  set  of  Wind  and  Current  Charts,  having  engaged  that  it  should  be  sent  you  on 
his  return  to  the  United  States. 

I  now  take  the  liberty  of  transmitting  it  to  you,  with  the  hope  that  you  may  find  something  therein 
to  repay  the  examination.     I  wotdd  also  take  the  liberty  of  making  some  remarks. 

It  was  Captain  Pollard's  intention  to  follow  in  the  track  to  the  line  that  you  recommended,  as  nearly  as 
possible ;  but  strong  southerly  winds,  soon  after  leaving  New  York,  drove  the  barque  to  the  eastward,  and 
when  the  track  was  regained,  it  was  impossible  to  cross  the  line,  as  advised,  without  wasting  time  in 
beating  to  eastward  in  the  Doldrums.  Having  myself,  in  1818,  in  ship  Commerce,  of  Salem,  about  same 
season,  crossed  the  line  in  about  34° ;  and,  although  a  wooden-bottomed  ship,  passed  Pernambuco  in  9 
days  from  the  line,  after  making  the  land  10  or  12  miles  to  leeward  of  St.  Roque ;  I  advised  Captain 
Pollard  to  stand  boldly  across  in  34°,  the  Hazard  being  a  fast  vessel.  The  result  proved  as  was  expected, 
passing  Pernambuco  in  only  4|_days  from  the  equator,  in  loug.  34°,  notwithstanding  falling  20  raifes  to 
leeward  of  St.  Roque. 


ROUTES   TO    RTO,    ETC.  427 

From  these  examples,  and  tlie  iuformation  gathered  from  traders  between  Maranham  and  Eio  do 
Janeiro,  I  should  not  hesitate  crossing  the  lino  in  3G°,  even  in  a  good  sailing  vessel,  feeling  confident  of 
beating  round  St.  Roque  by  making  short  tacks  on  soundings  which  arc  very  regular,  and  may  be  trusted 
t.\     Off  soundings,  the  current  sets  very  strongly  to  westward. 

On  my  arrival  at  Bahia,  in  December,  1818, 1  found  that  the  passage  from  the  latitude  of  Cape  Yerdes 
\\  as  from  10  to  20  days  shorter  than  any  other  vessels.  The  conclusion  ]  tiicn  came  to  was  that  the  best 
track  was  8  to  10°  west  of  the  Cape  Verdes,  passing  the  equator  from  28°  and  32°  according  to  season. 
This  is  now  proved  beyond  a  doubt  by  your  Charts,  which  are  of  incalculable  benefit  to  all  navigators. 

I  would  suggest  more  particular  inquiry  about  the  monsoon,  if  I  m;iy  so  call  it,  that  prevails  along  the 
Brazil  coast  from  N.  E.  to  N.  N.  E.  during  January  and  February,  sometimes  iu  December,  which  makes  it 
very  dif&cult  to  reach  the  equator  from  Eio.  Dull  vessels  are  often  30  days  or  more  to  Bahia  and  Pcr- 
nambuca  from  Rio,  aud  should  they  fall  to  leeward  of  St.  Augustine,  bound  north,  find  it  almost  impossible 
to  beat  around,  the  currents  set  so  strong  to  S.  W.  During  the  winter  months,  the  prevailing  winds  are 
southerly  aud  S.  W.,  but  not  so  steady  and  constant  as  the  N.  E.  in  summer. 

I  have  added  to  the  Journal  an  abstract  of  the  Hazard's  passage  from  New  York  to  Rio,  in  1851,  in 

31  days,  the  shortest  ever  made  by  a  merchant  vessel  loaded  with  a  full  cargo,  or  probably  than  any;  also, 

some  memorandums  of  her  six  passages  from  Boston  and  New  York  to  the  equator,  showing  an  average  of 

only  26|  days;  her  tracks  being  always  those  which  you  recommend,  and  they  are  very  conclusive  evidence 

of  the  correctness  of  your  advice,  if  any  farther  evidence  was  wanting  of  its  superiority  over  the  old  ones. 

I  remain  very  respectfully. 

Your  obedient  and  obliged  servant, 

JOHN  GARDNER. 
Lieutenant  Maury,  U.  S.  N. 

National  Ohservalury,  Wnshuirjton,  D.  G.  .  ■  . 


I  have  investigated  the  subject  of  the  so-called  monsoons  along  the  coast  of  Brazil. — See  Pilot  Chart 
of  the  Coast  of  Brazil.  I  find  none  upon  a  scale  for  that  Chart  of  2°  of  lat.  by  1°  of  long.  During  some 
seasons  of  the  year,  certain  winds  are  more  prevalent  than  at  others,  as  winds  with  northing  in  them  in  our 
winter  and  spring ;  but  these  winds  do  not  partake  of  the  characteristics  of  monsoons. 

Farther,  iu  reply  to  this  very  clever  letter,  I  may  remark  that,  though  a  vessel  may  occasionally  cross 
the  line  as  far  west  as  36°,  and  clear  St.  Roque,  yet  all  that  do  get  clear  without  delay,  after  crossing  so  far 
west,  may  consider  themselves  very  lucky.  :...•' 

Ship  Tuscany  (Thomas  Mayo),  New  York  to  San  Francisco,  twenty-two  days  out. 

Dec.  20,  1853.  Lat.  21°  58' N.;  long.  3-t°  35'  W.  Barometer,  29.09;  temperature  of  air,  75°;  of 
water,  74°.  "Winds :  North,  N.  by  E.,  N.  E. ;  good  breezes ;  squalls  of  wind  aud  rain,  with  a  heavy  sea  from 
N.  N.  W.     Barometer  frequently  fluctuating  a  tenth  in  the  course  of  two  hours. 


428  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  21.  Lat.  19°  30';  long.  34°  15'.  Earometer,  29.09;  temperature  of  air,  74°;  of  water,  76°. 
Winds :  E.  N.  E.,  E.  by  N.,  E.  Tliroughout  good  breezes,  attended  witli  frequent  squalls  of  rain.  At  10 
hours  30  min.  A.  M.  observed  tide  rips,  with  every  indication  of  a  strong  current,  although  we  have  not 
experienced  any.     A  confused  sea  from  north. 

Dec.  22.  Lat.  16°  58'  K ;  long.  33°  40'  W.  Barometer,  29.09  ;  temperature  of  air,  74°  ;  of  water,  76°. 
Winds :  E.  by  S.,  E.,  E.  All  of  these  twenty-four  liours,  fresh  breezes ;  first  and  middle  parts  squally,  with 
considerable  sea  from  N.  N.  E.;  observed  tide  rips  several  times  during  the  day. 

Dec.  23.  Lat.  14°  25'  N. ;  long.  33°  15'  W.  Current  S.  W.  by  AV.  three  miles  tliroughout.  Barometer, 
30.00;  temperature  of  air,  76°  ;  of  water,  74°.  AViuds:  E.  by  S.,  E.  S.  E.,  E.  Fine  pleasant  weather,  with 
steady  trades.  -    .  ■  ,  ■  .  . 

Dec.  24.  Lat.  12°  00'  K;  long.  32°  44'  AA^.  Barometer,  29.09;  temperature  of  air,  76°;  of  water, 
75°.  AVinds:  E.,  B.  by  N.,  E.  Eirst  part  fresh  breezes  and  pleasant,  middle  and  latter  parts  moderate  and 
cloudy. 

Dec.  25.  Lat.  9°  50'  N". ;  long.  32°  17'  AV.  Barometer,  29.08;  temperature  of  air,  76° ;  of  water,  78°. 
AVinds  :  E.,  E.  by  N.  E.     Throughout,  moderate  breezes,  with  hazy  weather. 

Dec.  26.  Lat.  7°  25'  N. ;  long.  31°  IS'  AY.  Barometer,  29.07;  temperature  of  air,  76°;  of  water,  78°. 
AVinds :  E.  by  N.,  B.  N.  E.,  E.  by  N.     Moderate  breezes,  with  hazy  weather. 

Dec.  27.  Lat.  5°  52'  N. ;  long.  30°  30'  AV.  Current  W.  half  knot  per  hour.  Barometer,  29.07 ; 
temperature  of  air,  78°  ;  of  water,  76°.  AA^'inds :  E.  N.  E.,  E.,  E.  S.  E.  First  part,  moderate  breezes  as  per 
column ;  middle  and  latter  parts  squally,  raining  in  torrents. 

Dec.  28.  Lat.  4°  46'  N. ;  long.  30°  12'  AV.  Current  N.  AV.,  half  knot  per  hour.  Barometer,  29.06 ; 
temperature  of  air,  78° ;  of  water,  77°.  Winds :  S.  E.  to  S.,  S.E.  to  S.  AV.,  calm.  Tliroughout  these  24  hours 
light  baflling  winds  from  S.  E.  to  S.  AV.,  with  much  rain,  thunder,  and  lightning. 

Dec.  29.  Lat.  4°  35'  N. ;  long.  29°  57'  AV.  Current  N.  AV.,  half  knot  per  hour.  Barometer,  29.07 ; 
temperature  of  air,  79° ;  of  water,  78°.  AA^inds  :  calm,  E.  to  S.,  E.  N.  E.  to  S.  AV.  Squally  throughout,  with 
rain,  thunder,  and  lightning,  with  a  confused  sea  from  S.  S.  E. 

Dee.  30.  Lat.  4°  10'  N.;  long.  29°  52'  AV.  Current  AV.,  half  knot  per  hour.  Barometer,  29.06; 
temperature  of  air,  79°  ;  of  Avater,  80°.  AViuds:  E.  to  S.,  calm.  Calm  throughout,  light  baffling  winds  with 
rain.  Sea  from  S.  S.  E.  Exchanged  signals  with  British  brig  Corsair,  standing  to  the  northward  and 
eastward.  ,  .      , 

Dec.  31.  Lat.  3°  32'  N. ;  long.  30°  15'  AV.  Current  W.,  half  knot  per  hour.  Barometer,  29.07; 
temperature  of  air,  80°  ;  of  water,  80.  AVinds :  calm,  S.  S.  B.,  S.  E.  by  S.  Squally,  with  much  rain,  thunder, 
and  lightning,  from  S.  W. 

Jan.  1,  1853.  Lat.  3°  02'  N. ;  long.  30°  47'  W.  Current  W.  K  W.,  half  knot  per  hour.  Barometer, 
29.06 ;  temperature  of  air,  7«° ;  of  water,  79°.  AVinds :  S.  E.  by  S.,  S.  S.  E.,  S.S.  E.  Light  baffling  airs  from 
S.  E.  to  S.,  Avith  much  sea  from  S.  S.E.     Eain,  &c. 

Jan.  2.     Lat.  2°  42'D.  11. ;  long.  31°  17'  AV.     Barometer,  29.07 ;  temperature  of  air,  79°  ;  of  water,  78°. 


ROUTES  TO  RIO,   ETC.  429 

Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  E.  by  S.  Ligbt  airs  from  S.  E.  to  S.,  witb  frequent  rain  squalls.  Lightning 
from  westward. 

Jan.  3.  Lat.  2°  02'  N.;  long.  31°-1:2'  W.  Current,  for  the  la.st  48  hour.?,  35  miles  W.N.  W.  Barometer, 
29.0G;  temperature  of  air,  "8°;  of  water,  80°.  Winds:  S.  S.  E.,  S.,  S.  by  E.  First  part,  moderate  breezes 
from  S.  S.  E. ;  at  7  P.  M.  tacked  to  the  eastward.     p]nds  with  light  airs.     Sea  from  the  northward. 

Jan.  -i.  Lat.  2°  1(3'  N. ;  long.  31°  12'  W.  Current,  W.  N.  W.,  20  miles.  Barometer,  29.07  ; 
temperature  of  air,  77°  ;  of  water,  79°.  Winds :  S.,  S.  S.  E.,  S.  E.  by  S.  Throughout,  light  breezes,  with  a 
very  irregular  sea  from  all  points  of  the  compass. 

Jan.  5.  Lat.  1°  -48'  N.;  long.  31°  u6'  W.  Current,  W.  N.  W.,  15  miles.  Barometer,  29.08; 
temperature  of  air,  79°  ;  of  water,  80°.    Winds:  S.  E.  by  S.,  S.  S.  E.,  S.  l>y  E.     Light  baffling  airs  at  9  P.M. 

I  find  the  current  to  run  at  an  average  rate  of  0.7  per  hour,  for  the  last  five  days  set  W.  X.  W.,  true. 

Jan.  6.  Lat.  2°  12'  N.;  long.  31°  10'  W.  Current,  W.  N.  W.,  fifteen  miles;  barometer,  29.07;  temper- 
ature of  air,  80°;  of  Avater,  80°.  Winds:  S.  by  E.,  S.  S.  E.,  S.  E.  by  S.;  light  breezes  from  S.  by  E.  to  S.  E. 
by  S.;  ship  moving  slowly  against  a  head  sea  and  making  much  drift. 

Jan.  7.  Lat.  1°  46'  N. ;  long.  31°  37'  W.  Current,  0.7  knot  per  hour.  Barometer,  29.07;  temperature 
of  air,  79° ;  water,  82°.  Winds :  S.  S.  E.,  south,  S.  by  W. ;  light  airs,  with  a  high,  irregular  sea  from  S.  S.  E. ; 
latter  part,  calm,  bad  sea  on. 

Jan.  8.  Lat.  1°  18'  X.;  long.  31°  10'  W.  Current,  0.7  knot  per  hour.  Barometer,  29.00;  tempera- 
ture of  air,  81°;  of  water,  81°.  Winds:  calm,  S.  E.,  S.  E,;  first  part,  calm.  At  2  hours  30  min.  F.M. 
wind  sprung  up  from  S.  E.,  attended  with  frequent  showers  of  i-ain. 

Jan.  9.  Lat.  0°  10' X.;  long.  31°  47' W.  Current,  0.6  knot  per  hour.  Barometer,  29.07;  tempera- 
ture of  air,  83°  ;  of  water,  82°.  Winds:  S.  E.  by  E.,  S.  E.  b}-  E.,  E.  S.  E. ;  steady  breezes ;  every  indication 
of  S.  E.  trades. 

Jan.  10.  Lat.  1°  30'  S. ;  long.  32°  17'  W.  Current,  0.4  knot  per  hour.  Barometer,  29.08 ;  tempera- 
ture of  au',  83°  ;  of  water,  82°.  Winds:  S.  E.  by  E.,  S.  E.,  S.  S.  E. ;  moderate  breezes ;  stood  to  the  eastward 
4  hours. 

Jan.  11.  Lat.  3°  34'  S.;  long.  32°  46'  W.  Current,  0.6  knot  per  hour.  Barometer,  29.07;  tempera- 
ture of  air,  82° ;  water,  81°.     Winds:  S.  E.  by  S.,  S.  E.,  E.  S.  E.     Moderate  breezes,  and  a  smooth  sea.     At 

II  hours  30  rain.  A.  M.,  saw  the  island  Fernando  de  Xoronha. 

Jan.  12.  Lat.  4°  53'  S.;  long.  33°  37'  W.  Current,  0.9  knot  per  hour.  Barometer,  29.08;  tempera- 
ture of  air,  83°;  of  water,  81°.  Winds:  S.  E.,  S.  E.,  S.  S.  E;  moderate  winds,  and  pleasant;  strong 
westerly  set. 

Jan.  13.  Lat.  6°  36'  S. ;  long.  33°  58'  W.  Current,  0.5  knot  per  hour.  Barometer,  29.07;  tempera- 
ture of  air,  83°;  of  water,  82°.     Winds:  S. E.,  E.  S. E.,  E.  S.  E  ;  steady  breezes,  and  pleasant. 

Jan.  14.  Lat.  8°  21'  S. ;  long.  34°  24'  W.  Current,  slight,  X.  W.  Barometer,  29.08  ;  temperature  of 
air,  82°;  of  water,  81°.  Winds:  E.  S.  E.,  E.,  E.  S.  E. ;  steadj'  breezes,  and  pleasant.  T  have  found  no 
(bfficulty  in  passing  St.  Augustine,  although  I  crossed  the  equator  in  31°  53';  and  this  in  a  vessel  that 


430  THE  WIND  AND  CURRENT  CHARTS. 

seldom  goes  over  seven  knots  witliin  seven  points  of  tlie  wind.     In  future,  I  shall  not  think  of  crossing 
east  of  30°. 

Clip})cr  Ship  Winged  Racer  (Wm.  Ilomans),  New  York  to  San  Francisco,  fourteen  days  out. 

Dec.  20,  1852.     Lat.  21°  20'  N. ;  long.  34°  55'  W.     Barometer,  29.7  ;  temperature  of  air,  76° ;  of  water, 
76°.     Wind:  E.  S.  E. 

Dec.  27.     Lat.  17°  53';   long.  33°  37'.     Barometer,  29.7;    temperature  of  air,  77°;  of  water,  76°. 
Wind:  east. 

Dec.  28.  Lat.  14°  14'  K ;  long.  31°  48'  W.  Barometer,  29.70  ;  tcmpei-ature  of  air,  76° ;  of  water, 
78°.     Wind  :  E.  by  N.  . 

Dec.  29.  Lat.  10°  14' N.;  long.  30°  W.  Barometer,  29.5 ;  temperature  of  air,  79° ;  of  water,  79°. 
Wind :  E.  by  K 

Dec.  30.  Lat.  6°  5'  N.;  long.  28°  35'  W.  Barometer,  29.5  ;  temperature  of  air,  81° ;  of  water,  80°. 
Wind  :  E.  by  N. 

Dec.  31.  Lat.  3°  50'  N.;  long.  28°  1'  W.  Barometer,  29.5;  temperature  of  air,  82°;  of  water,  80°. 
Winds :  first  part,  B.  by  K ;  middle  part,  variable,  from  K  E.  to  S.  E. ;  latter  part,  variable. 

Jan.  1,  1853.  Lat.  3°  N. ;  long.  28°  19'  W.  Barometer,  29.5 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds :  first  and  middle  part,  N.  to  E. ;  latter  part,  S.  E.  ' 

Jan.  2.  Lat.  1°  55'  N. ;  long.  29°  44'  W.  Current,  W.N.  AV.,  30  miles;  barometer,  29.5;  tempera- 
ture of  air,  82°  ;  water,  80.     Wind :  variable. 

Jan.  3.  Lat.  0°  24'  S.;  long.  31°  32'  W.  Current,  W.  N.  W.,  20  miles ;  barometer,  29.5 ;  temperature 
of  air,  83° ;  of  water,  79°.  Winds:  first  part,  S.  S.  E. ;  middle  and  latter  part,  S.  E.  At  8  A.  M.  crossed  the 
equator  in  long.  31°  16'  W.,  21  days  and  21  hours  from  New  York.  Distance  sailed,  by  log,  4,086  miles; 
by  Maury's  calculations,  4,115  miles. 

Jan.  4.  Lat.  3°  11'  S.;  long.  33°  4'  W.  Barometer,  29.5;  temperature  of  air,  83°;  of  water,  79°. 
Winds :  first  part,  S.  E. ;  middle  part,  S.  E.  by  S. ;  latter  part,  S.  E. 

Jan.  5.  Lat.  6°  38'  S.;  long.  33°  52'  W.  Barometer,  29.5;  temperature  of  air,  83°;  of  water,  79°. 
Winds :  first  part,  S.  E. ;  middle  and  latter  part,  S.  E.  by  E. 


ROUTES   TO   lUO,    ETC. 


4a  1 


New  York  to  Rio. — JANUARY". 


di.';tances 

WINDS;  VV.W  CKNT. 

Lon 

gitudo. 

Course. 

Total  No. 

Latitude. 

observii- 

True. 

Per  cent. 

.\veragc. 

Head. 

SLANTS  ruOM 

Fair. 

Calms. 

tioDS. 

N'd  or  E'd. 

S'd  or  Wd. 

From 

40°  27'N. 

74° 

OO'to 

40    27 

70 

00 

E. 

182 

6.2 

193 

2.0 

6.0 

5.0 

87.0 

2.1 

97 

.•i8    52 

65 

00 

E.S.E. 

249 

7.4 

266 

2.4 

5.6 

5.6 

86.4 

0.8 

118 

38    52 

60 

00  (Z 

E. 

243 

6.7 

249 

0.9 

8.6 

10  11.7 

83.8 

3.4 

118 

37    14 

55 

00 

E.S.E. 

255 

7.5 

274 

2.4 

3.2 

IV    8.8 

85.6 

0.0 

128 

35    35 

50 

00 

E.S.E. 

260 

8.3 

283 

3.0 

7.0 

8.0 

82.0 

4.5 

105 

35    GO 

48 

17  cZ 

E.S.E. 

92 

11.4 

103 

4.4 

iJ.Q 

tv  18.2 

75.8 

0.0 

91 

30    00 

45 

49 

S.S.E. 

324 

12.1 

862 

1.9 

15.2 

tv  19.0 

68.9 

10.0 

54 

29    44 

45 

00 

E.S.E. 

42 

25.7 

58 

8.4 

IV  25.2 

11.8 

49.8 

4.2 

24 

25    20 

40 

00 

S.E. 

347 

18.6 

425 

3.3 

IV  16.4 

8.2 

72.1 

1.6 

61 

25    00 

89 

38  f/ 

S.E. 

34 

28.0 

43 

18.2 

8.7 

IV  11.0 

67.0 

8.3 

88 

20    00 

37 

16 

S.  S.  E. 

324 

6.4 

844 

2.5 

5.5 

5.5 

87.5 

0.0 

80 

15    00 

35 

00 

S.S.E. 

824 

7.7 

348 

0.0 

tv  15.8 

10.5 

73.7 

0.0 

19 

10    00 

32 

53 

S.S.E. 

324 

0.4 

325 

0.0 

w    3.0 

0.0 

97.0 

0.0 

88 

5    00 

30 

48  cZ 

S.S.E. 

324 

1.6 

329 

0.0 

IV    8.0 

0.0 

92.0 

0.0 

25 

Equator 

80 

48 

S. 

300 

0.7 

302 

0.0 

lu    6.6 

0.0 

98.4 

0.0 

88 

1    00  S. 

81 

13 

S.S.W. 

65 

3.7 

67 

0.0 

w  15.0 

0.0 

85.0 

0.3 

294 

2    54 

32 

00 

S.S.W. 

123 

6.1 

180 

0.0 

IV  28.9 

0.0 

76.1 

0.0 

46 

5    00 

32 

52  d 

S.  S.  W. 

187 

5.8 

145 

0.0 

IV  28.6 

0.0 

71.4 

0.0 

21 

5    OS 

33 

00 

s.w. 

12 

0.0 

12 

0.0 

0.0 

0.0 

100.0 

0.0 

29 

7    00 

34 

00 

S.S.W.iW. 

186 

5.1 

143 

0.0 

w  14.4 

0.0 

85.5 

0.0 

28 

9    00      j 

84 

50 

s.  s.  w. 

180 

5.3 

187 

2.9 

2.9 

0.0 

97.1 

8.0 

1 

34 

Shortest  distance  to  the  equator  by  this  route,  3,640  miles.  Average  distance  to  be  sailed  on  account 
of  adverse  winds,  3,899  miles.  The  Surprise,  in  January,  1851,  accomplished  it  in  24  days,  and  3,852 
miles  per  log. 

The  courses  from  85°  N.  to  30°  N.,  and  from  7°  S.  to  9°  S.,  run  through  a  part  of  the  ocean  that  is 
liable  to  calms.  In  the  adjacent  wind-roses,  to  the  east  of  these  (see  Pilot  Charts),  there  is  less  liability  to 
calms.  From  New  York  to  the  parallel  of  25°  N.,  in  this  month,  the  south  is  generally  the  windward 
side.  Thence  to  the  line  it  is  to  leeward.  Prefer,  therefore,  in  this  month,  to  cross  25°  N.  to  the  E.  of  40°, 
and  7°  S.  to  the  E.  of  34°  ^Y.  longitude. 


S/up  John  Bertram  (F.  Lendholm),  Boston  to  San  Francisco,  sixteen  days  out. 

December  28,  1851.  Lat.  16°  16'  N.;  long.  43°  15'  W.  Current,  |  of  a  mile  per  hour,  S.  E.  Baro- 
meter, 30.42  ;  thermometer,  not  observed.  Winds :  E.  S.  E.,  E.  by  N.  to  S.  E.,  S.  E.  by  S.  First  part,  wind 
light,  and  baffling ;  a  strong  ripple  on  the  water  like  a  current.  Barometer,  rising  and  falling  rapidly 
through  the  24  hours ;  in  the  evening,  heavy  clouds  rising  from  the  W.  S.  "\V.,  with  sharp  lightning;  clouds 
rising  all  around  the  horizon,  and  settling  where  they  started  from;  latter  part,  winds  light  and  baffling, 
weather  pleasant.     Barometer  falling  to  30.35,  which  is  not  an  indication  of  the  N.  E.  trades. 


432  TUE    WIND    ANU    CUKKENT    CIIAKTS. 

Dec.  29.  Lat.  16°  51'  N.;  long.  41°  30'  W.  Current,  during  the  24  hours,  22  miles,  N.  E.  Baro- 
meter, 30.30.  Winds:  S.  E.  by  S.,  S.  S.  E.,  and  S.  by  E.;  liglit  breezes,  and  pleasant  weather;  middle  part, 
light  air  and  a  short  chopping  sea,  ruimiug  from  the  E.  N.  B.,  by  which  I  judge  the  trades  are  not  far  off. 
Latter  part,  light  airs,  and  cloudy,  hazy  -weather. 

Dec.  30.  Lat.  16°  47' N.;  long.  40°  00' W.  Current,  during  twenty-four  hours,  nine  miles  north; 
barometer,  30.30.  Winds :  S.  by  E.,  variable  and  calm,  S.  by  W.  to  S.  by  E. ;  light  baffling  winds  and  hazy 
weather;  middle  part,  light  variable  airs  and  calm,  with  heavy  thunder  and  sharp  flashes  of  lightning; 
morning  pleasant,  with  light  airs  from  the  south;  latter  part,  gentle  breezes  and  appearances  of  squally 
weather. 

Dec.  31.  Lat.  16°  13'  N. ;  long.  38°  39'  W.  Barometer,  30.35.  Winds :  S.  S.  W.,  S.  S.  W.,  and  calm; 
first  part,  light  breezes  and  si^ually  weather;  middle  part,  light  airs  and  cloudy  ;  latter  part,  calm  with  rainy 
weather. 

Jan.  1,  1852.  Lat.  15°  11'  N.;  long.  33°  13'  W.  Current,  during  twenty-four  hours,  thirty-nine  miles, 
E.  N.  E.;  barometer,  30.42.  Winds  :  variable  airs,  calm,  and  E.  S.  E. ;  first  and  middle  part,  light  variable 
airs  and  calms,  with  heavy  showers  of  rain;  latter  i)art,  light  breezes  and  squally  weather. 

Jan.  2.  Lat.  11°  59' K;  long.  38°  13' W.  Barometer,  30.40.  Wind:  S.E.  byE.;  first  part  mod- 
erate breezes  and  heavy  weather;  strong  rips  on  the  water  at  times,  again  very  smooth,  as  though  there 
might  be  current,  but  found  none ;  middle  and  latter  part,  fresh  and  moderate  breezes  with  hazy  weather. 

Jan.  3.  Lat.  10°  27'  N.;  long.  36°  55'  W.  Barometer,  30.39.  Winds:  E.  S.  E.,  East,  and  E.  N.  E.; 
first  part,  light  breezes  and  hazy  weather;  middle  part,  moderate  breezes  and  hazy ;  first  appearance  of 
dew  in  the  night ;  latter  part,  fine  breezes  with  pleasant  weather  and  passing  clouds.  I  suppose  this  to  be 
the  first  of  the  N.  E.  trades;  hope  I  shall  not  be  disappointed  this  time,  as  I  was  eight  days  ago,  in  lat.  21°  N. 

Jan.  4.  Lat.  7°  49'  N.;  long.  35°  07'  W.  Barometer,  30.37.  Winds :  E.  by  N.,  E.  by  N.,  and  East ; 
during  these  twenty-four  hours,  fine  breezes  and  i:)assing  clouds ;  quite  a  heavy  dew  falling,  second  night. 

Jan.  5.  Lat.  6°  09'  N. ;  long.  32°  22'  W.  Current,  during  twenty -four  hours,  twenty-eight  miles  East; 
barometer,  30.40.  Winds :  E.  by  N.,  E.  N.  E.,  E.  N.  E. ;  first  and  middle  part,  moderate  breezes  and  pleasant 
weather ;  latter  part,  brisk  trades  and  passing  clouds. 

N.  B.  I  have  experienced  this  easterly  current  two  voyages  previous  to  this,  at  about  the  same  season, 
and  nearly  in  the  same  place ;  perhaps  one,  or  one  and  a  half  degree  further  east. 

Jan.  6.  Lat.  3°  30'  N. ;  long.  29°  35'  W.  Current,  during  24  hours,  27  miles,  N.  N.  E.  Winds :  E. 
N.  E.,  E.  by  N.,  and  E.  N.  E.  throughout  the.se  24  hours ;  brisk  breeze,  and  passing  clouds. 

Jan.  6.  Lat.  1°  17'  N. ;  long.  29°  04'  W.  Barometer,  30.38.  Winds :  E.  S.  E.,  E.  by  S.,  E.  S.  E. ;  first 
part,  light  wind,  and  pleasant;  middle  part,  moderate  breezes  with  passing  squalls  of  rain;  latter  part, 
light  breeze,  and  pleasant. 

Jan.  8.  Lat.  00°  47'  S. ;  long.  30°  02'  W.  Current,  N.,  17  miles.  Barometer,  30.38.  Winds :  S.  E.,  S. 
E.  by  S.,  S.  S.  E. ;  first  part,  light,  baffling  wind,  and  squally  appearance.     At  3  P.  M.  made  St.  Paul's 


ROUTES   TO   RIO,    ETC.  433 

Rock,  bearing  S.  "W.  J  W. ;  strong  ripplings  on  the  writer ;  middle  part,  moderate  breeze  and  passing  clouds. 
At  -111.  ,"0™.  P.  M.  the  ship  was  on  tlio  equator,  in  long.  29°  40'  W. ;  27  days  and  16  hours  from  Boston. 

Jan.  9.  Lat.  3°  01'  S. ;  long.  31°  01'  W.  Current,  during  2-4  hours,  9  miles,  W.  Barometer,  30.37. 
Winds :  S.  E.  by  S.,  S.  E.  by  S.,  and  S.  S.  E.     Throughout  light. 

Jan.  10.  Lat.  5°  50'  S. ;  long.  32°  14'  W.  Current,  13  miles,  S.  W.  i  W.  Winds:  S.  E.  by  S.,  S. 
E.,  S.  E. ;  first  part,  light  breeze,  and  pleasant.  At  2  P.  M.  spoke  the  English  schooner  Harriet,  35  days 
out  from  St.  John,  N.  F. ;  bound  to  Pernambuco ;  reported  having  crossed  the  equator  in  25°  30'  W.,  and 
had  no  calm  ;  reported  also  having  taken  the  N.  E.  trade  in  lat.  of  22°  N.,  and  had  fresh  trades ;  his  pass- 
age being  only  five  days  longer  than  mine.  I  had  great  curiosity  to  know  how  he  had  been  steering  with 
so  much  difference  in  the  two  vessels'  sailing ;  so  much  so,  that,  from  the  time  I  could  just  see  him  from 
the  deck  ahead,  until  I  lost  sight  of  him  astern,  did  not  exceed  eight  hours.  I  sent  my  first  ofSccr  on 
board  with  letters  to  be  forwarded  to  the  U.  S.;  also  to  gain  some  information  about  his  passage;  the  track 
on  his  chart  showed  that  he  had  kept  well  to  the  eastward,  and  had  good  runs,  especially  from  22°  N., 
when  he  first  took  the  trades.  [The  passage  from  St.  John's  to  the  line  ought  to  be  several  days  shorter 
than  from  New  York.]     Middle  and  latter  part,  moderate  ti-ade,  and  pleasant. 


Captain  Curiven,  of  the  Golden  WeM,  to  Lieut.  Maunj. 

Sax  Francisco,  Aj^ril  29,  1853. 

Dear  Sir  :  I  herewith  inclose  abstract  log  of  ship  Golden  West,  from  Boston  to  San  Francisco.  You 
will  perceive  that  I  took  the  X.  E.  trades  on  the  Atlantic,  in  latitude  30°  X.,  and  longitude  40°  W. ;  and  that 
I  had  them  throughout  from  E.  to  S.  E. ;  never  to  northward  of  east.  Carried  them  to  latitude  00°  53' 
N. ;  longitude,  33°  37'  W.,  when  wind  hauled  to  S.  S.  E.,  and  obliged  me  to  tack,  21  days  out.  From  this 
time,  until  January  10  (28  days  out),  when  I  crossed  the  equator,  experienced  light  baffling  airs  and  calms, 
with  strong  N.  W.  current  most  of  the  time. 

Although  mine  was  an  unusually  bad  chance,  still,  I  think  that  28  days  to  the  equator  would  be  con- 
sidered a  fair  passage  by  the  old  route.  You  will  also  notice,  that  from  latitude  25°  to  22°  S.  on  the  Pa- 
cific, where  I  should  have  had  S.  E.  trades — had  very  light  northerly  airs  and  calms — have  experienced 
strong  westerly  currents  from  latitude  20°  S.  to  20°  W.,  in  the  Pacific. 

I  shall  continue  keeping  an  abstract,  and  will  forward  the  same  to  you  from  time  to  time. 

Ship  Golden  West  (Samuel  R.  Curwen),  fourteen  days  out. 

Dec.  28,  1853.  Lat.  19°  48'  N. ;  long.  38°  27'  W.  Barometer,  29.90;  temperature  of  air,  80°;  of 
water,*  78°.  Winds :  E.  by  S.,  to  S.  E.  First  and  middle  parts  brisk  trades,  and  squaUy  with  rain ;  latter 
part  moderate. 

Dec.  29.     Lat.  15°  47'  N.;  long.  38°  20'  W.     Barometer,  30.10;  temperature  of  air,  78°;  of  water,* 


*  22  feet  below  the  surface. 

55 


434.  THE  WIND  AND  CUKKENT  CHAKTS. 

78°.  Winds:  E.  S.  E.,  E.  by  S.,  S.  E.  by  E.  First  part,  moderate  and  pleasant;  middle  and  latter  parts, 
brisk  breezes  and  squally,  ^vith  rain.     No  gulf-weed  seen  to-day.     Great  numbers  of  flying-fisli. 

Dec.  30.  Lat.  11°  40'  N. ;  long.  37°  23'  W.  Barometer,  30.00;  temperature  of  air,  74°;  of  water, 
76°.     Winds:  E.  by  S.  to  S.  E.  by  E.     Brisk  trades  and  passing  clouds;  squally  at  times. 

Dec.  31.  Lat.  7°  20'  N.;  long.  35°  28'  W.  Current,  N.  29°  E.,  1 J  knots  per  hour.  Barometer,  29.90; 
temperature  of  air,  78°.  Winds :  from  E.  by  S.  to  S.  E.  by  E.  tbroughout  the  day.  Strong  trades  and 
cloudy;  light  showers  occasionally;  going  from  lOJ  to  111  knots.     Distance  per  log,  262  miles. 

Jan.  1,  1853.  Lat.  5°  08'  N.;  long.  34°  01'  W.  Current,  N.  29°  E.,  U  knots  per  hour.  Barometer, 
30.00  ;  temperature  of  air,  77°  ;  of  water  (22  feet  below  surface),  79°.  Winds:  E.  S.  E.,  E.  S.  E.  to  S.  S.  E., 
E.  Brisk  breezes,  and  squally  appearances ;  night  squally  and  baffling,  with  rain ;  ends  pleasant,  with 
moderate  breezes.     Distance  per  log,  211  miles. 

Jan.  2.  Lat.  2°  33'  N. ;  long.  32°  56'  W.  Barometer,  29.90  ;  temperature  of  air,  74°.  Winds :  E.  S.  E., 
S.  S.  E.,  S.  S.  E.  Commences  moderate  and  hazy;  throughout  the  middle  and  latter  parts  squally,  with 
heavy  rain ;  much  thunder  and  lightning.     Distance  per  log,  173  miles. 

Jan.  3.  Lat.  00°  53'  N. ;  long.  33°  37'  W.  Barometer,  29.90.  Winds :  S.  E.  by  E.,  S.  E.,  S.  S.  E.  to 
S.  E.  First  part  squally,  with  thick  rainy  weather.  At  4  P.  M.  clear  and  pleasant ;  midnight  squally, 
Avith  nnich  rain.  At  8  A.  M.,  wind  S.  S.  E.,  tacked  to  the  eastward.  Ends  moderate  and  pleasant.  Dis- 
tance per  log,  171  miles. 

Jan.  4.  Lat.  00°  20'  N.;  long.  34°  16'  W.  Barometer,  29.90 ;  temperature  of  air,  88°.  Winds :  S.  E., 
E.  to  S.  E.,  S.  S.  E.  First  and  latter  part,  light  winds  and  pleasant ;  middle  part,  squally.  At  7  P.  M.  tacked 
to  the  southward  G4  miles.     Current  setting  N.  76°  W.     Distance  per  log,  137  miles. 

Jan.  5.  Lat.  1°  18'  N. ;  long.  32°  55'  W.  Barometer,  29.90 ;  temperature  of  air  81°.  Winds :  S.  S.  E., 
S.  by  E.,  to  S.  E.  by  S.  iloderate  and  hazy  throughout.  At  5  P.  M.  tacked  to  the  eastward.  Distance 
per  log,  178  miles. 

Jan.  6.  Lat.  3°  20'  K;  long.  30°  51'  W.  Barometer,  29.90;  temperature  of  air,  84°.  Winds: 
S.  E.  to  S.  S.  E.  Moderate  throughout,  with  passing  clouds.  Standing  to  eastward  41  miles.  Current,  sat- 
ing N.  46°  W.     Distance  per  log,  171  miles. 

Jan.  7.  Lat.  1°  52'  N.;  long.  29°  03'  W.  Barometer,  30.00;  temperature  of  air,  74°;  of  water  (22 
feet  below  surface),  79°.  Winds:  S.  S.  E.,  N.E.  to  east,  E.  N.  E.  First  jiart,  light  airs  and  calm;  night, 
squally;  much  rain,  thunder,  and  lightning;  latter  part,  light  airs  and  cloudy.  No  observation.  Allow  the 
same  current  as  yesterday.  Heavy  swell  from  N.  E.  Tacked  to  the  southward  at  6  P.  M.  Distance  per 
log,  133  miles. 

Jan.  8.  Lat.  2°  06'  N. ;  long.  30°  25'  W.  Barometer,  80.00 ;  temperature  of  air,  88°.  Winds : 
S.  E.  to  S.  by  E.  Calm  at  intervals.  Very  heavy  swell  from  E.  N.E.  A  two-knot  current  setting  N.N.  W. 
Ship  heading  easterly.     Distance  per  log,  71  miles. 

Jan.  9.  Lat.  1°  36'  N. ;  long.  30°  08'  W.  Currents,  N.  29°  W.,  one  and  a  half  knot  per  hour.  Baro- 
meter, 30.00 ;  temperature  of  air,  '77°  ;  of  water  (22  feet  below  surface),  80°.     Winds :  S.  to  S.  S.  W.,  S.  to 


ROUTES  TO   RIO,   ETC.  435 

S.  S.  W.,  S.  E.  by  E.     Light  airs  throiigliout,  witli  passing  showers.     At  2   1'.  M.  tacked  to  the  eastward, 
and  at  i  A.M.  to  the  southward  and  westward.     Distance  jier  h)g,  122  miles. 

Jan.  10.  Lat.  00°  40'  S.;  long.  32°  02'  W.  Barometer,  29.!}0;  temperature  of  air,  85°.  Winds :  S.  and 
S.  by  E.,  S.  and  S.  by  E.,  S. S.  E.,  and  S.  E.  by  S.  First  and  middle  parts,  gentle  breezes  and  passing  clouds; 
latter  part,  brisk  wind.     No  current.     Distance  per  log,  182  miles. 

Clip2yer  Barque  Storm  (J.  J.  Roberts),  from  San  Erancisco,  ten  days  out. 

Dec.  31.  Lat.  21°  41'  N.;  long.  39°  25'  W.  Barometer,  30.19  ;  temperature  of  air,  76°  ;  of  water,  74°. 
Winds :  E.  S.  E.,  E.  by  S.,  E.  by  S.  Heavy  weather  and  high  seas.  Lost  fore-topgallant-mast ;  shipping  whole 
seas  over  the  bows. 

Jan.  1,  1853.  Lat.  17°  58'  N.;  long.  38°  13'  W.  Barometer,  30.20;  temperature  of  air,  78°;  of 
water,  75.     Winds :  E.  by  S.     Weather,  the  same  as  yesterday. 

Jan.  2.  Lat.  14°  20'  N.;  long.  37°  00'  W.  Barometer,  30.10;  temperature  of  air,  78° ;  of  water,  77°. 
Winds :  E.  S.  E.,  E.  S.  E.,  E.  by  S.     Fresh  breezes  and  fine  weather. 

Jan.  3.  Lat.  10°  55'  N. ;  long.  35°  27'  W.  Barometer,  30.15 ;  temperature  of  air,  78° ;  of  water,  77°. 
Winds :  E.  by  S.  nea\y  weather  and  frequent  squalls.  For  the  last  three  days,  I  notice  the  barometer  falls 
during  the  day,  and  towards  night  rises  again  without  any  material  change  in  the  weather. 

Jan.  4.  Lat.  7°  06' ;  long.  33°  42'  W.  Barometer,  29.05  ;  temperature  of  air,  80° ;  of  water,  79°. 
AVinds :  E.  by  S.,  E.  by  S.,  E.  S.  E. ;  first  and  middle  parts,  heavy  weather  and  squally — barometer  very 
changeable;  latter  part,  more  moderate. 

Jan.  5.  Lat.  3°  26'  N.;  long.  33°  16'  W.  Barometer,  29.90;  temperature  of  air,  80°  ;  of  water,  80°. 
Winds :  E.  S.  E.,  E.  S.  E.,  S.  E. ;  first  and  middle  parts,  moderate  winds  and  rainy ;  latter  part  rain  and  calms; 
three  inches  of  rain  fell  in  an  hour. 

Jan.  6.  Lat.  2°  24'  K.;  long.  34°  14'  W.  Barometer,  29.94;  temperature  of  air,  80°  ;  of  water,  80°  ; 
winds:  calm,  S.  S.  E.,  S.  S.  E.,  S.  S.  E. ;  first  part,  fine  and  calm  ;  middle,  light  airs  ;  latter,  light  breeze.  The 
foretopmast  trestle-trees  broke  short  off,  and  let  the  mast  down  by  the  run. 

Jan.  7.  Lat.  1°  10'  N. ;  long.  35°  16'  W.  Barometer,  29.98  ;  temperature  of  air,  80°  ;  of  water,  80°  ; 
winds,  first  and  middle  parts,  light  and  baffling  to  south,  and  calms,  latter  part  S.  E.  Fine  Aveather  and 
light  airs.  Loolcs  rather  dubious;  about  clearing  Cape  St.  Roque;  however,  I  shall  stand  on,  and  trust  to 
luck.  [That's  right.]  It  is  ray  own  fault  if  I  fall  to  leeward,  and  get  jammed,  for  I  might  easily  have  made 
more  easting  by  sailing  close-hauled. 

Jan.  8.  Lat.  00°  15'  S. ;  long.  35°  33'  W.  Barometer,  30.05  ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds:  S.  E.  by  S.,  E.,  S.  E. ;  first  part,  light  breeze.  At  5  V.  M.  a  heavy  squall  from  PI  N.  E. ;  carried  away 
the  larboard  cathead,  from  the  strain  on  the  jib-guys,  and  wrung  the  bowsprit  head  and  cap  badly.  All  the 
trestle-trees,  fore  and  aft  have  given  away,  owing  to  bad  material,  and  being  too  light,  and  I  am  obliged  to 
be  easier  with  her  than  I  should  otherwise  have  been.  Cros.sed  the  lino  in  17  days  and  16  hours,  from 
Sandy  llook.     At  10  A.  M.  took  the  trades  at  S.  E.  light. 


436  THE  WIND  AND  CURRENT  CHARTS. 

Jan.  9.  Lat.  2°  1-4'  S. ;  long.  36°  26'  W.  Current,  J  knot  per  hour,  W.  Barometer,  30.00  ;  tempera- 
ture of  air,  82°  ;  of  water,  80°.  Wind:  S.  E.  Fine  weather,  and  light  winds  ;  observed  westerly  current 
for  the  first  time. 

Jan.  10.  Lat.  3°  23'  S.;  long.  30°  29'  W.  No  current.  Barometer,  29.90;  temperature  of  air,  81°  ; 
of  water,  79°.     Winds:  S.  E.,  E.  S.  E.,  S.  E.  by  E.     Fine  weather,  and  moderate  breezes. 

Jan.  11.  Lat.  3°  14'  S. ;  long.  36°  08'  W.  Current,  1  knot  per  hour,  W.  Barometer,  29.93 ;  temper- 
ature of  air,  82°  ;  of  water,  79°.  Winds:  E.  S.  E.,  E.  S.  E.,  S.  E.  by  E.  First  part,  fresh  breeze,  and  heavy 
S.  E.  swell — tacked  to  N.  E.,  Point  Tubarao  bearing  south,  35  miles  distant,  at  8  P.  M.     Latter  part  fine. 

Jan.  12.  Lat.  1°  25' S.;  long.  34°  36'  W.  Current  per  hour,  1  mile,  N.  W.  Barometer,  29.90; 
temperature  of  air,  81°  ;  of  water,  79°.     Winds :  S.  E.  by  E.,  S.  E.,  S.  E. ;  fine  weather  and  moderate  breezes. 

Jan.  13.  Lat.  1°  27'  S.;  long.  35°  45'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water  80°. 
Winds :  S.  E.  by  S.;  S.  S.  E.,  S.  E.     Light  wind,  and  rain  squalls. 

Jan.  14.  Lat.  3°  52'  S.;  long.  34°  31'  W.  Current,  1  mile  per  hour,  N.  W.  Barometer,  29.90; 
temperature  of  air,  83°;  of  water,  79°.  Winds:  S.  E.,  S.  E.  by  E.,  S.  E.  by  E. ;  fine  weather  and  light 
breeze ;  middle,  fresh.  Twenty-four  days  out,  and  I  shall  be  very  well  satisfied  if  I  can  lay  along  the 
coast. 

Jan.  15.  Lat.  5°  55'  S. ;  long.  34°  4:2'  W.  Current,  same  as  yesterday.  Barometer,  29.90;  tempera- 
ture of  air,  84°  ;  of  water,  80.°     Wind  :  E.  S.  E. ;  fine  weather  and  moderate.     No  sounding  with  90  fathoms. 

Jan.  16.  Lat.  8°  10'  S.;  long.  34°  30'  W.  Barometer,  29.90  ;  temperature  of  air,  85°;  of  water,  80°. 
Winds :  E.  N.  E.,  E.,  S.  by  E.  At  2  P.  M.  made  Point  Pipa,  west,  13  miles  distant.  The  more  we  draw  in 
shore  the  more  the  wind  favors  us.     At  midnight,  passed  within  5  miles  of  Cape  Blanco. 

[The  "  Storm"  behaved  to  admiration  after  she  found  herself  jammed ;  she  followed  her  guide,  put  off 
beating  as  long  as  she  could,  trusting  to  chance  for  a  slant  of  wind.  Though  she  crossed  the  equator  as 
far  as  35°  30' — and  which  is  farther  than  is  desirable,  yet  in  24  days  out,  from  New  York,  she  was  clear 
of  Cape  St.  Eoque,  desjiite  that  great  old  phantom  of  a  bugbear,  the  westerly  current.] 

Flijlnrj  CIdlders  (J.  Dain  White),  Boston  to  San  Francisco,  1852-3,  12  days  out. 

Dec.  30.  Lat.  20°  05'  N. ;  long.  43°  38'  W.  Barometer,  30.10. ;  temperature  of  air,  75° ;  of  water,  77°. 
Winds :  E.,  E.  N.  E.,  E.  N.  E. ;  moderate  trades. 

Dec.  31.  Lat.  17°  58'  N. ;  long.  41°  59'  W.  Barometer,  30.10  ;  temperature  of  air,  76°  ;  of  water,  77°. 
Winds :  E.  N.  E.,  E.  E. ;  moderate  trades. 

Jan.  1,  1853.  Lat.  15°  31'  N. ;  long.  41°  30'.  Barometer,  30.00 ;  temperature  of  air,  77°  ;  of  water, 
78°.     Winds :  E.  S.  E.,  S.  E.,  E.  ;  moderate  trades. 

Jan.  2.  Lat.  13°  14' N.;  long.  40°  W.  Barometer,  30.00;  temperature  of  air,  77°;  of  water,  78°. 
Winds :  E.,  E.,  E.  N.  E. ;  moderate  trades. 

Jan.  3.  Lat.  11°  10'  N.;  long.  38°  25'  W.  Barometer,  30.00;  temperature  of  air,  77°;  of  water,  78°. 
Winds :  E.  N.  E.,  E.  N.  E.,  E. ;  moderate  trades. 


ROUTES  TO   RIO,   ETC.  437 

Jan.  4.  Lat.  9°  2-i'  N. ;  long.  36°  10'  W.  I'^aroraeter,  30.00  ;  temperature  of  air,  78° ;  of  water,  78°. 
Wiucls :  E.  N.  E.,  E.  N.  E.,  E.  N.  E. ;  moderate  trades. 

Jan.  5.  Lat.  7°  17'  N.;  long.  34°  10'  W.  Barometer,  30.00;  temperature  of  air,  78°  ;  of  water,  78°. 
Winds :  E.  N.  E.,  E.  N.  E.,  E.  N.  E. ;  moderate  trades. 

Jan.  6.  Lat.  5°  19'  N. ;  long.  33°  08'  W.  Barometer,  30.00 ;  temperature  of  air,  78°  ;  of  water,  78°. 
"Winds :  S.  E.,  E.,  E.  N.  E. ;  light  breezes  with  rain  squalls. 

Jan.  7.  Lat.  4°  27'  N. ;  long.  30°  09'  W.  Barometer,  30.00  ;  temperature  of  air,  79°  ;  of  water,  79°. 
Winds :  N.  E.,  N.  E.,  N.  E.;  gentle  breezes  with  heavy  rain  squalls. 

Jan.  8.  Lat.  2°  55'  N. ;  long.  30°  04'  W.  Barometer,  30.00  ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds:  B.  S.  E.,  E.  S.  E.,  E.  S.  E. ;  first  part  squally,  middle  part  fresh  breezes,  latter  part  calm. 

Jan.  9.  Lat.  2°  14'  N.;  long.  30°  15'  W.  Barometer,  30.00  ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds:  S.  W.,  S.  E.;  light  airs  and  calm— all  around  the  compass. 

Jan.  10.  Lat.  0°  09'  N.;  long.  30°  29'  W.  Barometer,  30.10;  temperature  of  air,  82°;  of  water,  80°. 
Winds :  S.  E.,  S.  E.,  S.  E. ;  light  trades,  with  fine  weather. 

Jan.  11.  Lat.  2°  38'  S. ;  long.  31°  30'  W.  Current,  W.,  20  miles.  Barometer,  30.10 ;  temperature  of 
air,  81°  ;  of  water,  79°.     Winds :  S.  E.,  S.  E.,  S.  E.     Gentle  breezes  and  clear. 

Jan.  12.  Lat.  5°  04'  S. ;  long.  32°  50'  W.  Current,  W.  N.  W.,  30  miles.  Barometer,  30.00  ;  temper- 
ature of  air,  82°  ;  of  water,  80°.     Winds :  S.  E.,  S.  E.,  S.  E.  by  E.     Fine  breezes  and  clear. 

Ship  Bald  Eagle  (P.  Dumaresq),  New  York  to  San  Francisco. 

Jan.  16,  1853.  Lat.  18°  56'  N. ;  long.  40°  32'  W.  Barometer,  29.98 ;  temperature  of  air,  77° ;  of  water, 
76°.     Wind  light  and  pleasant,  S.  \  E.,  S.  by  E.,  S.  S.  E. 

Jan.  17.  Lat.  16°  13'  N. ;  long.  40°  7'  W.  Barometer,  30.04;  temperature  of  air,  70°;  of  water,  76°. 
Wind  light  and  pleasant ;  braced  sharp  up  ;  S.  S.  E.,  E.  S.  E.,  E.  by  S. 

Jan.  18.  Lat.  12°  44'  N. ;  long.  38°  26'  W.  Barometer,  30.00  ;  temperature  of  air,  70°  ;  of  water,  77°. 
Wind  fresh  and  pleasant ;  braced  sharp  up ;  S.  by  E.,  E.  by  S.,  E.  -J  S. 

Jan.  19.  Lat.  9°  49'  N.;  long.  36°  12'.  Barometer,  29.97;  temperature  of  air,  76°;  of  water,  78°. 
Wind  moderate  and  pleasant,  braced  sharp  up ;  E.,  E.  by  S.,  latter  part,  east. 

Jan.  20.  Lat.  6°  41'  N.;  long.  34°  W.  Barometer,  29.93;  temperature  of  air,  78°;  of  water,  80°. 
Wind  moderate  and  pleasant ;  braced  sharp  up ;  E.,  E.,  E.  \  N. 

Jan.  21.  Lat.  4°  19'  N. ;  long.  31°  50'  W.  Barometer,  29.90;  temperature  of  air,  80°  ;  of  water,  80°. 
Wind  light;  braced  sharp  up;  E.  |  N.,  E.,  E.  by  N. 

Jan.  22.  Lat.  2°N.;  long.  30°  8'  W.  Barometer,  29.90;  temperature  of  air,  82°;  of  water,  80°. 
Wind  light  through  the  night ;  repeated  squalls ;  E.  by  N.,  E.,  E.  by  N. 

Jan.  23.  Lat.  0°  1'  S. ;  long.  31°  13'  W.  Barometer,  29.92 ;  temperature  of  air,  82°  ;  of  w^ater,  80°. 
Light  trades,  with  a  few  squalls;  first  part,  S. E.  by  S.,  S.E.  J  S.,  S. E.  Crossed  the  equator;  averaged  144 
miles  per  day. 


438  THE   WIND   AND   CURRENT   CHARTS. 

Jan.  24:.  Lat.  2°  9'  S. ;  long.  32°  20'  W.  Barometer,  29,88  ;  temperature  of  air,  S2°  ;  of  water,  79°. 
Light  trade-winds,  S.  E.  i  S.,  S.  E.  by  S.,  S.  E. 

Jan.  25.  Lat.  5°  5' S.;  long.  83°  30'.  Barometer,  29.88;  temperature  of  air,  82°;  of  water,  79°. 
Moderate  trades,  S.  E.,  S.  E.,  S.  S.  E.     Passed  to  the  westward  of  Fernando  de  Noronha. 

Jan.  26.  Lat.  8°  22'  S.;  long.  34°  8'.  Barometer,  29.94;  temperature  of  air,  83°;  of  water,  80°. 
Moderate  trades ;  braced  sharp  up ;  S.  E.  by  E.,  S.  E.  by  E.,  S.  E.  i  E. 

Jan.  27.  Lat.  11°  27'  S. ;  long.  34°  37'  W.  Barometer,  29.90  ;  temperature  of  air,  83°  ;  of  water,  80°. 
Light  trades;  checked  the  braces,  and  set  studding  sails,  the  first  chance  since  leaving  New  York;  E. S.  E., 
E.  S.  E.,  E. 

Ship  Eagle  (John  S.  Tarson),  from  New  York  to  San  Francisco,  eighteen  days  out. 

Jan.  25,  1853.  Lat.  20°  01'  N.;  long.  32°  58'  W.  Barometer,  30.00;  temperature  of  air,  74°;  of 
water,  72°.     Winds :  E.  by  S.,  E.  by  N.,  E.  by  S.     Strong  breezes,  first  and  middle,  flawy  ;  latter  part,  fair. 

Jan.  2(3.  Lat.  16°  43'  N. ;  long.  32°  10'  W.  Barometer,  29.94  ;  temperature  of  air,  76° ;  of  water,  73°. 
Winds:  E.  by  S.,  E.  by  S.,  E.     Fine  weather. 

Jan.  27.  Lat.  13°  37'  N. ;  long.  31°  35'  W.  Barometer,  29.85;  temperature  of  air,  76°;  of  water, 
73°.     Winds :  E.  N.  E.,  E.  by  S.,  E.     Fine  weather. 

Jan.  28.  Lat.  11°  08'  N. ;  long.  30°  47'  AV.  Barometer,  29.86;  temperature  of  air,  77°;  of  water, 
75°.     Winds:  E.  by  N.,  E.  N.E.,  E.  by  N.     Light,  with  passing  clouds  from  the  S.  W.,  and  fair. 

Jan.  29.  Lat.  7°  59'  N.;  long.  30°  16'  W.  Barometer,  29.90;  temperature  of  air,  81°;  of  water, 
78°.  Winds :  E.  by  N.,  east,  E.  by  S.  Moderate  and  tair  ;  clouds  passing  from  S.  S.  W.  At  10  A.  M.  we 
had  the  first  light  shower. 

Jan.  30.  Lat.  4°  13'  N.;  long.  29°  5'  W.  Barometer,  29.86;  temperature  of  air,  79°;  of  water,  79°. 
Winds  fresh,  E.  S.  E.     First,  cloudy;  middle,  do.;  latter,  dark  cloudy  weather  and  heavy  sea  on. 

Jan.  31.  Lat.  0°  46'  N.;  long.  29°  W.  Barometer,  29.86;  temperature  of  air,  79°;  of  water,  76°. 
Winds :  E.  S.  E.,  E.  by  S.,  E.  by  S.  fi'csh.  First,  cloudy ;  middle  and  latter,  squally,  with  hard  rain 
occasionally ;  latter  part,  wind  variable,  from  E.  N.  E.  to  S.  E. 

Feb.  1.  Lat.  1°  36'  S.;  long.  29°  8'  W.  Barometer,  29.85;  temperature  of  air,  78°;  of  water,  78°; 
Winds  :  E.  to  E.  N.  E.,  N.  E.  to  S.,  and  E.  to  N.  Variable  winds  and  weather  throughout,  with  dark  cloudy 
weather  and  frequent  liard  S(|ualls  of  heavy  rain.  At  3  P.  M.  a  large  shoal  of  porpoises  going  from  S.  W. 
to  N.  E. ;  at  noon,  a  whirlwind  passed  astern  of  the  ship.     . 

SJiqi  Tornado  (0.  R.  Mumford),  New  York  to  San  Francisco,  fifteen  days  out. 

Jan.  26,  1853.  Lat.  22°  30'  N.;  long.  37°  25'  W.  Barometer,  30.15;  temperature  of  air,  73°;  of 
water,  74°.  Wind :  E.  by  N.  during  the  24  hours.  Moderate  breezes  and  fine  weather.  Distance,  203 
miles.     Ends  with  fresh  breezes  and  fine  weather. 

Jan.  27.     Lat.  18°  46'  N. ;  long.  35°  49'  W.    Barometer,  29.95 ;  temperature  of  air,  74° ;  of  water,  75°. 


ItOUTES   TO    KIO,    ETC.  439 

Winds:  K.  by  X.,  cast,  and  cast.  Frcsli  breezes,  and  cloudy  rainy  weather.  Distance,  242  miles.  During 
the  afternoon  frequent  squalls  of  wind  and  rain,  which  iqijiearcd  to  rise  in  the  N.  K.  and  S.  E.,  and  meet, 
when  the  rain  came  down  in  torrents.     Knds  witli  rainy  wcatlicr. 

Jan  28.  Lat.  15°  16'  N. ;  long.  33°  53'  W.  Barometer,  29.99  ;  temperature  of  air,  71° ;  of  water,  7-4°. 
Winds  during  the  day  east.  Fine  breezes  and  squally  weather.  Strong  current  riffe.  Distance,  238  miles. 
At  6  P.M.  saw  a  ship  bound  south,  bearing  E.S. E.,  distant  10  miles.  Ends  with  moderate  and  baflling 
winds. 

Jan.  29.  Lat.  12°  20'  N.;  long.  33°  W.  Barometer,  29.94;  temperature  of  air,  73°;  of  water,  75°. 
Winds:  E.  by  S.,  E.  S.  E.,  and  E.  by  S.  Moderate  breezes  and  fine  weather.  Distance,  183  miles.  The 
ship  we  saw  last  evening,  bearing  N.  by  E.,  13  miles  distant.  Strong  current  riffs.  Ends,  moderate 
bi'eezes  and  fine  weather. 

Jan.  30.  Lat.  9°  43'  N.;  long.  31°  30'  W.  Current,  18  miles,  N.;  barometer,  29.95;  temperature  of 
air,  78°;  of  water,  80°.  Winds:  E.  by  N.,  east,  and  east.  Moderate  breezes  and  fine  weather.  Distance, 
180  miles.  At  6  P.  M.  strong  current  riff's.  Ends  with  fine  breezes  and  fair  weather;  southerly  sea. 
Distance  sailed  this  month,  by  log,  3,532 ;  by  abstract,  from  noon  to  noon,  3,443. 

Jan.  31.  Lat.  5°  58'  N. ;  long.  30°  11'  W.  Current,  f  miles,  N.  62°  W.  Barometer,  29.94 ;  tempera- 
ture of  air,  79°;  of  water,  79°.  Winds:  E.,  E.  by  S.,  and  E.  by  S.  Fine  breezes  and  cloudy  weather. 
Distance,  238.     Short  heavy  sea.     Ends,  fine  breezes  and  fine  weather. 

Feb.  1.  Lat.  1°  56'  N.;  long.  29°  49'  W.  Barometer,  29.87  ;  temperature  of  air,  79°  ;  of  Avater,  79°. 
Winds :  E.,  E.  by  S.,  and  east.  Fine  breezes  and  fine  weather.  At  4  P.  M.  discovered  a  strong  westerly 
current.     Ends  moderate  breezes  and  fine  weather. 

Feb.  2.  Lat.  1°  09'  S.;  long.  30°  20'  W.  Current,  S.  80°  W.,  Ih  mile  per  hour.  Barometer,  29.89  ; 
temperature  of  air,  83°  ;  of  water,  81°.  Winds :  E.  by  S.,  E.  by  S.,  and  E.  S.  E. ;  moderate  breezes,  and 
fine  weather.  At  2  P.  M.  crossed  the  equator,  in  long.  30°  06'  W.  Ends  light  airs,  inclined  to  calm.  Dist. 
by  log  to  the  equator,  3,989  ;  by  observation,  from  noon  to  noon,  3,804.* 

Feb.  3.  Lat.  2°  41'  S. ;  long.  30°  40'  W.  Barometer,  29.88 ;  temperature  of  air,  80° ;  of  water,  81°. 
Winds:  E.  S.  E.,  E.  S.  E.,  and  S.  S.  E. ;  light  airs  and  squally,  with  rain ;  during  the  afternoon,  wind  veer- 
ing from  S.  E.  to  N.  E. ;  latter  part  steady,  from  the  S.  E.  by  S. 


From  11.  T.  Walter,  of  the  Phantom. 

We  inclose  herewith,  the  banpie  Phantom's  abstract  log,  besides  a  few  small  collections  of  sea-weed. 
I  noticed  in  your  peculiar  work,  the  longer  the  voyage  the  more  information ;  ours,  for  that  reason,  ought 
to  be  acceptable. 

We  have  not  put  down  the  strength  of  the  current,  for  the  reason  we  had  no  opportunity  of  ascertain- 
ing its  correct  rale,  and,  unless  such  is  done,  it  is  more  apt  to  mislead  than  to  be  beneficial.     Likewise,  our 


You  will  please  iiute  Ihe  distance  differs  but  00  miles,  us  given  iu  juur  table,  fur  the  month  uf  January. 


440  THE  WIND  AND  CURRENT  CHARTS. 

navigation  is  omitted,  as  tlie  morning  and  evening  amplitudes  differed  several  degrees.  I  did  not  like  to 
mix  aberration  with  variation,  as  it  was  only  useful  for  us.  Neither  have  we  troubled  our  readers  in  the 
log  with  our  misfortunes ;  although,  three  days  from  Cape  Henry,  we  lost  our  jib-booms,  gallantmast,  etc., 
besides  leaking  badly,  and  hence  we  were  not  able  at  times  to  keep  the  vessel  by  the  wind,  and  were  com- 
pelled to  go  to  eastward  of  your  track,  for  fear  we  had  to  beat,  which  would  have  been  a  bad  job  without  a 
jib.     But  we  have  paid  the  utmost  attention  to  barometer,  thermometer,  state  of  weather,  etc. 

The  barque  Reindeer,  which  left  the  Capes  with  us,  arrived  the  same  day  at  Rio.  I  believe  she  crossed 
the  line  in  28°  00'. 

The  brig  W.  A.  Steward,  left  the  Cape  three  or  four  days  before  us;  arrived  the  same  day  with  us;  she 
sighted  Fernanda  de  Noronha,  and  arrived  with  us  the  same  day. 

On  an  average,  vessels  which  sailed  before  and  with  us,  had  very  long  passages  for  the  time  of  the  year. 

The  barque  Inca,  which  sailed  from  Baltimore  the  2d  of  January,  arrived  some  days  after  us ;  her 
passage  is  therefore  from  80  to  90  days.  On  the  other  hand,  two  vessels  left  Baltimore  after  us ;  one  made 
the  passage  in  35,  the  other  in  41  days.  Last  year,  about  the  same  month  and  date,  I  found  strong  winds 
from  E.  S.  E.  to  E.  N.  E.  in  the  same  latitudes,  where  we  had  this  time,  W.,  S.  W.,  and  S.  winds. 

I  crossed  last  year,  in  20°,  in  43°,  9°  40',  in  40°  00',  and  0"*  15'  N.,  33°  53' ;  tried  to  beat  to  windward, 
between  2°  and  3°  S.,  but  lost  some  days  for  nothing.  We  then  made  the  land  to  leeward  of  Cape  St.  Roque, 
and  in  beating  for  some  days  close  in  shore,  weathered  the  land,  having  that  voyage  57  days  to  Rio. 

Shq)  Phantom  (A.  J.  Hallett),  Boston  to  San  Francisco,  seventeen  days  out. 

Jan  24,  1853.  Lat.  20°  55' N.;  long.  42°  00'.  No  perceptible  current;  variation  observed,  16°  W. 
Barometer,  30.2;  temperature  of  air,  76°  ;  of  water,  75°.  Winds:  S.  E.  by  E.,  E.  S.  E.;  gentle  breezes  and 
squally,  with  rain  at  times.     Still  heavy  clouds  lying  along  in  the  S.  and  W. ;  unfavorable  trades. 

Jan.  25.  Lat.  17°  40' N.;  long.  42°  40' W.  Heavy  ripples;  variation  observed,  16°  W.  Barometer, 
30.00  ;  temperature  of  air,  76°  ;  of  water,  74°.  Winds:  E.  S.  E.,  S.  E.  by  E.,  E.  S.  E. ;  squally  with  rain; 
with  lightning,  during  the  night. 

Jan.  26.  Lat.  14°  10'  N.;  long.  41°  29'  W.  Ripples.  Variation  observed,  15°  W.  Barometer,  80.00; 
temperature  of  air,  77° ;  of  water,  74°.  Winds:  E.  by  S.,  E.  by  N.,  E  by  N. ;  squally  weather  with  rain. 
Sea  very  blue  and  transparent.  Doing  my  best  to  fetch  Cape  St.  Roque,  as  I  have  every  confidence  in 
your   Wind  and  Current  Charts. 

Jan.  27.  Lat.  11°  20'  N.;  long.  39°  05' W.  Heavy  tide  rips.  Variations  observed,  4°  W.  Baro- 
meter, 30.00 ;  temperature  of  air,  78°.  Wind :  E.  N.  E.  throughout.  Gentle  breezes  during  the  day. 
Passed  several  heavy  ripples,  apparently  tide  rips;  passing  clouds  during  the  24  hours,  and  smooth  sea. 
Saw  plenty  of  flying-fish. 

Jan.  28.  Lat.  8°  40'  N. ;  long.  37°  43'  W.  Variations  observed,  3°  W.  Barometer,  29.8  ;  temperature 
of  air,  79° ;  of  water,  78°.  Wind :  E.  N.  E.  througliout.  Moderate  breezes  throughout  the  day,  and  passing 
clouds.     Saw  lots  of  flying-fish. 


KOUTES    TO    KIO,    ETC.  441 

Jan.  29.  Lat.  6°  12'  N. ;  long.  35°  03'  W.  Ripples  at  times.  Variations  observed,  3°  W.  ]5arometcr, 
29.9 ;  temperature  of  air,  80°  ;  vrater,  79°.  Wind :  IS'.  K.  by  E.  througliout.  Moderate  breezes  and  cloudy, 
■ffitli  squalls  of  wind  and  rain. 

Jan.  30.  Lat.  3°  40'  N. ;  long.  33°  13'  W.  Current  (if  any)  to  the  S.  E.  Variations  observed,  3°  W. 
Barometer,  29.8  ;  temperature  of  air,  80°;  of  water,  79°.  Winds:  E.,  S.  E.,  E.  N.  E;  Gentle  breezes 
througliout  the  day,  with  squalls  of  rain,  and  smooth  sea. 

Jan.  31.  Lat.  0°  40'  N.;  long.  32°  55'  W.  Variations  observed,  2°  W.  Barometer,  29.9 ;  temperature 
of  air,  78°  ;  of  water,  78°.     Winds :  E.  N.  E.,  E.  N.  E.,  N.  E.     Gentle  breezes,  and  squally. 

Feb.  1.  Lat.  1°  54'  S.;  long.  31°  55'  W.  Variations  observed,  2°  W.  Barometer,  29.9;  temper- 
ature of  air,  80°;  of  water,  79.  Winds:  E.,  N.  E.,  calm,  N.  E.  by  E.  First  and  latter  parts,  light  breezes. 
Middle  calm,  with  plenty  of  rain. 

Feb.  2.  Lat.  4°  06'  S.;  long.  31°  45'  W.  Variations  observed,  2°  W.  Barometer,  29.8  ;  temperature 
of  air,  81°  ;  of  water,  79.     Winds:  E.,  S.  E.,  S.  E.     Light  breezes,  and  squall}',  with  a  smooth  sea. 

Shi])  A.  Chlseborough  (R.  C.  Chiseborough),  Xew  York  to  San  Francisco,  thirteen  days  out. 

Jan.  26,  1853.  Lat.  22°  13'  N.;  long.  43°  00'  W.  Barometer,  30.10;  temperature  of  air,  76°;  of 
water,  77°.  Winds:  S.  E.  by  E.,  E.,  E.  S.  E.  First  part,  strong  gales;  middle  part,  with  hea\y  squalls; 
latter  pleasant.  I  must  here  remark  that,  during  the  many  passages  I  have  made  through  the  so-called 
X.  E.  trades,  I  have  never  known  them  to  hang  so  far  to  the  south  at  this  season,  in  this  latitude  and  longi- 
tude.    [What  do  the  Pilot  Charts  say  ?] 

Jan.  27.  Lat.  20°  03'  N. ;  long.  41°  U5'  W.  Barometer,  29.90 ;  temperature  of  air,  76° ;  of  water,  77°. 
Winds :  E.  S.  E.,  E.  N.  E.,  N.  E.  by  E.  First  part,  strong  gales.  At  4  P.  M.  wind  changed  to  E.  N.  E. ; 
middle  part  the  same.  At  4  A.  M.  wind  fresh  from  N.  E.  by  E. ;  latter  part  the  same,  with  pleasant 
weather  ;  close  by  the  wind. 

Jan.  28.  Lat.  18°  01'  X.;  long.  39°  30'  W.  Barometer,  29.90;  temperature  of  air,  77°;  of  water,  77°. 
Wind  :  E.  X.  E.     Heavy  rain,  squalls  throughout. 

Jan.  29.  Lat.  16°  36'  X.;  long.  38°  15'  W.  Barometer,  29.70;  temperature  of  air,  76°;  of  water, 
78°.  Winds:  E.  X.  E.,  E.  S.  E.,  E.  X.  E.  Begins  with  moderate  breezes  and  light  rain  squalls;  middle 
part,  light  and  pleasant.  At  2  A.  ^I.  wind  variable  from  E.  S.  E.  to  S.  At  10,  wind  steady  at  E.  X.  E. ; 
latter  part,  the  same. 

Jan.  30.  Lat.  14°  23'  X. ;  long.  36°  48'  W.  Current,  E.  S.  E.,  24  miles.  Barometer,  29.90 ;  temper- 
ature of  air,  76°;  of  water,  78°.  Winds:  E.  X.  E.,  E.  S.  E.,  E.  S.  E.  First  part,  wind  light  and  pleasant; 
middle  and  latter  parts,  light  and  pleasant.  At  2  P.  M.  wind  at  E.  S.  E.  I  have  this  day  found  an  easterly 
set  of  1  mile.  In  my  previous  voyages  across  the  line,  I  have  often  experienced  such  a  current  between 
5°  and  8°  north  latitude,  and  36°  and  32°  west  longitude,  but  never  so  far  north  before. 

Jan.  31.     Lat.  11°  54'  X.;  long.  36°  22'  W.     Barometer,  29.80;  temperature  of  air,  78°;  of  water, 
56 


4-12  THE  WIND  AND  CUKKENT  CHARTS. 

78°.  Winds :  E.,  E.  S.  E.,  E.  by  S.  First  part,  moderate  breezes,  and  clear ;  middle  and  latter  parts  vari- 
able, and  inclining  to  the  southward. 

Feb.  1.  Lat.  9°  56' N.;  long.  3-4°  56'  W.  Barometer,  29.80;  temperature  of  air,  79°;  of  water, 
80°.  Winds :  E.,  E.  by  IST.,  E.  N.  E.  Pleasant  breezes,  and  clear ;  at  midnight,  wind  more  to  the  northward 
and  eastward. 

Feb.  2.  Lat.  8°  11'  N.;  long.  32°  55'  W.  Barometer,  29.80;  temperature  of  air,  80°  ;  of  water,  80°. 
Winds:  E.  by  N".,  E.  N.  E.,  E.  N.  E.     Fine  breezes,  with  light  rain  squalls,  latter  part. 

Feb.  3.  Lat.  6°  21'  N.;  long.  31°  15'  W.  Barometer,  29.80;  temiDcrature  of  air,  80°;  of  water,  80°. 
Winds :  E.  N.  E.,  E.  by  N.  E.  Moderate  and  light  breezes,  and  pleasant  weather,  with  occasionally  rain 
squalls. 

Feb.  -l.  Lat.  4°  35'  N.  (D.  E.) ;  long.  29°  50'  W.  Barometer,  29.70  ;  temperature  of  au-,  82°  ;  of  water, 
81°.  Winds:  E.  N.  E.,  do.  N.  E.  Begins  with  light  winds  and  light  rains.  Middle,  sqiially  and  rainy; 
latter  part,  N.  E.,  wind  with  light  rain  and  every  appearance  of  losing  the  trades. 

Feb.  5.  Lat.  3°  08'  N. ;  long.  28°  40'  W.  Barometer,  29.80 ;  temperature  of  air,  80°  ;  of  water,  81°. 
Winds :  N.  E.,  E.,  E.  N.  E.  Winds  light  and  variable,  with  heavy  rain  squalls  during  the  first  and  middle ; 
latter  part  clear  and  steady. 

Feb.  6.  Lat.  no  obs. ;  long.  28°  30'  W.  (D.  E.).  Barometer,  29.70 ;  temperature  of  air,  80°  ;  of  water, 
80°.  Winds:  E.S.E.,  calm,  S.E.  First  part,  light  airs  ;  middle  part,  heavy;  2  A.M.  a  light  breeze.  Ends 
moderate  with  passing  clouds.     Barometer,  29.70  to  29.95. 

Feb.  7.  Lat.  1°  -10'  N. ;  long.  28°  20'  W.  (D.  E.)  Barometer,  29.70 ;  temperature  of  air,  80° ;  of  water, 
81°.  Winds:  E.  S.  E.,  calm.  Begins  with  a  moderate  breeze  and  cloudy.  Middle  and  latter  parts,  calm 
with  light  rain. 

Feb.  8.  Lat.  1°  39'  N". ;  long.  29°  -40'  W.  Barometer,  29.70  ;  temperature  of  air,  80°  ;  of  water  81°. 
Winds:  variable,  calm,  S.  E.  Begins  with  light  airs  from  S.  E.  to  S.,  with  light  rain  squalls.  Ends  with 
light  airs  and  clear. 

Feb.  9.  Lat.  1°  07'  N.;  long.  31°  15'  W.  Barometer,  29.90;  temperature  of  air,  82° ;  of  water,  81°. 
Winds :  calm,  S.  S.  W.,  S.  S.  W.  At  8  P.  M.  light  breeze  with  rain.  Midnight  clear.  Ends  moderate  and 
clear.     At  noon  tacked  to  the  eastward. 

Feb.  10.  Lat.  0°  30'  N. ;  long.  31°  14'  W.  Barometer,  29.80  ;  temperature  of  air,  83°  ;  of  water,  82°. 
Winds:  S. S.  W.,  to  S. S.  W.,  S.E.  Commences  light  and  clear;  8  P.M.  tacked  to  westward.  At  1  A.M. 
squally  with  rain,  wind  light  and  variable.     Ends  light  and  steady. 

Feb.  11.  Lat.  1°  11'  S. ;  long.  31°  28'  W.  Barometer,  29.80  ;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds :  S.  E.,  S.E.  by  E.,  do.  Light  winds  and  clear.  Crossed  the  equator  at  9  h.  20m.  P.M. ;  long.  31°  20' ; 
80  days  from  Sandy  Hook. 

Feb.  12.  Lat.  3°  16'  S. ;  long.  31°  49'  W.  Barometer,  29.70  ;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds :  S.  E.  hj  E.,  do.,  S.  E.     First  and  middle  parts,  light  and  pleasant ;  latter  moderate. 

Feb.  13.     Lat.  5°  42'  S. ;  long.  33°  12'  W.     Barometer,  29.90 ;  temperature  of  air,  82°  ;  of  water,  82°. 


liOUTKS   TO    HIO,    ETC.  443 

Winds:  S.  K.  by  S.,  S.  E.  by  E.,  do.     Moderate  breezes  aud  clear.    1  h.  ?>0  m.  P.  M.  made  tlie  island  Fernando 
do  Noroului,  bearing  per  coinp.  S.  W.  45  miles;  passed  witliiii  six  miles  of  it. 

iShip  Esther,  Boston  to  San  Francisco. 

Jan.  26,  1853.  Lat.  19°  05'  N. ;  long.  37°  50'  W.  Variation,  11°  westerly.  Barometer,  29.40; 
temperature  of  air,  74°  ;  of  water,  75°.  "Winds:  E.,  E.  N.  E.,  and  E.  N.  E.  First  part,  sc|ually  ;  latter  part, 
strong  breeze. 

Jan.  27.  Lat.  1(3°  08' N.;  long.  3(5°  22' W.  Variation,  14°  W.  Barometer,  29.40;  temperature  of 
air,  74°  ;  of  water,  75.  Winds :  E.  N.  E.,  N.  IST.  E.,  and  E.  by  N.  Fine  breezes,  a  squall  from  the  S.  S.  W. 
at  midnight. 

Jan.  28.  Lat.  13°  48'  N. ;  long.  35°  15'  W.  Barometer,  29.30 ;  temperature  of  air,  74°  ;  of  water,  75°. 
Winds:  E.,  E.  by  S.,  and  E.  by  S.     Light  breezes  and  pleasant  weather. 

Jan.  29.  Lat.  11°  40'  N. ;  long.  34°  25'  W.  Temperature  of  air,  76°  ;  of  water,  77°.  Winds :  E.,  and 
E.  by  S.     Light  breezes,  with  si^ualls  fri)m  the  south.        '        ■       .  - 

Jan.  30.  Lat.  9°  56'  N. ;  long.  32°  35'  W.  Temperature  of  air,  77° ;  of  water,  78°.  Wind :  E.  N.  E. 
throughout.     Light  breezes. 

Jan.  31.  Lat.  7°  25' ;  long.  31°  05'  W.  Temperature  of  air,  79°  ;  of  water,  80°.  Wind :  E.  N.  E. 
throughout,  fresh  breezes  and  cloudy,  with  occasional  rain. 

Feb.  1.  Lat.  4°  40'  N.;  long.  30°  05'  W.  Barometer,  29.30;  temperature  of  air,  79°;  of  water,  80°. 
Winds :  E.  by  S.,  E.  N.  E.,  and  E.  N.  E.     Moderate,  with  squalls  ;  a  heavy  head  sea. 

Feb.  2.  Lat.  2°  04'  N.;  long.  30°  00'  W.  Current,  18  miles,  N.  W.  Variation,  11°  AV.  Barometer, 
29.40;  temperature  of  air,  81°  ;  of  water,  80°.  Winds:  east,  east,  and  X.  E.  Pleasant  breezes,  all  sail  set. 
I  think  I  have  shortened  my  passage  to  the  equator  ten  days  by  following  ^Maury's  Directions,  or  Chart. 

Feb.  3.  Lat.  00°  15'  K.;  long.  30°  10'  W.  Current,  20  miles,  W.K  W.  Barometer,  29.40;  tem- 
perature of  air,  81°.     Winds:  east,  E.N.  E.,  and  E.  by  N.     Pleasant  breezes. 

Feb.  4.  Lat.  1°  25'  S.;  long.  31°  00' W.  Current,  15  miles,  west.  Variation,  8°  W.  Temperature 
of  air,  80°  ;  of  water,  81°.  Winds :  E.  S.  E.,  S.  E.,  and  S.  E.  by  S.  First  part,  light  breezes ;  middle  part, 
heavy  squall ;  latter  part,  fresh. 

Feb.  5.  Lat.  3°  20'  S.;  long.  32°  05'  W.  Current,  15  miles,  west.  Barometer,  29.40;  temperature  of 
air,  80°;  of  water,  81°.     Wind:  S.  E.  by  S.  throughout;  pleasant  breezes. 

Feb.  6.  Lat.  5°  45'  S.;  long.  33°  05'  W.  Barometer,  29.40;  temperature  of  air,  81° ;  of  water,  81°. 
Wind:  S.  E.  by  E.;  pleasant  breezes.  At  6  P.  M.  passed  the  Island  of  Fernando  de  Noronha,  about  6  miles 
to  leeward  of  it. 

Ship  Masconoma  (A.  D.  Colib),  Boston  to  San  Francisco,  21  daj-s  out. 

Jan.  27,  1853.     Lat.  19°  18'  N. ;  long.  31°  11'  W.     Current  per  hour,  three-quarter  knot,  south.     Baro- 


444  THE  WIND  AND  CURRENT  CHARTS. 

meter,  29.00;  temperature  of  air,  68° ;  ofAvater,  73.     Winds:  east;  variable,  E.  by  S.     Strong  winds,  witli 
lieavy  squalls  in  middle  part. 

Jan.  28.  Lat.  17°  17'  N.;  long.  29°  22'  W.  Current,  three-quarter  knot,  S.  W.  Barometer,  29.00; 
temperature  of  air,  70° ;  of  water,  72°.  AVinds  :  E.  by  S.,  E.  N.  E.,  E.  N.  E.  First  part,  strong  winds,  witli 
frequent  rain  squalls ;  middle  and  latter  parts,  steady  breezes,  witb  fme  weather. 

Jan.  29.  Lat.  16°  15'  N. ;  long.  28°  13'  W.  Barometer,  29.50 ;  temperature  of  air,  72°  ;  of  water,  73°. 
"Winds:  E.  by  N.,  east,  E.  by  N.     Moderate  breezes. 

Jan.  30.  Lat.  11°  07'  N. ;  long.  27°  22'  W.  Current,  half  knot,  S.  S.  E.  Barometer,  30.00 ;  tempera- 
ture of  air,  73;  of  water,  73°.  Winds:  E.  by  IST.,  east,  do.  First  part,  light  variable  airs;  middle,  mode- 
rate; latter,  strong  winds,  with  a  heavy  N.E.  swell.     Saw  a  number  of  sperm  whales. 

Jau.  31.  Lat.  11°  34'  N".;  long.  25°  35' W.  Barometer,  30.00;  temperature  of  air,  72°;  of  wtiter,  75°. 
Winds :  E.,  E.  by  N.,  E.  by  N. ;  strong  wind  and  cloudy,  with  passing  squalls. 

Feb.  1.  Lat.  8°  39'  N. ;  long.  23°  45'  W.  Barometer,  29.00 ;  temperature  of  air,  75° ;  of  water, 
77°.  Winds:  E.  by  N.,  E.  by  N.,  E.  N.  E. ;  first  part  strong  breezes  and  cloudy;  middle  light  with  rain 
squalls ;  latter,  fine  breezes ;  pleasant  weather. 

Feb.  2.  Lat.  5°  55'  N. ;  long.  23°  13  'W.  Current,  I  knot,  S.  Barometer,  28.50 ;  temperature  of  air, 
77°;  of  water  78.     Winds :  E.  N.  E.,  E.  N.  E.,  E.  N.  E.;  pleasant  breezes. 

Feb.  3.  Lat.  4°  29'  N.;  long.  22°  42'  W.  Current,  \  knot,  S.  S.  E.  Barometer,  28.50;  temperature 
of  air,  78°;  of  water,  78.     Winds:  N.  E.,  E.  by  S.,  N.  E.;  light  winds,  and  pleasant. 

Feb.  4.  Lat  3°  38'  N.;  long.  22°  15'  W.  Barometer,  28.00;  temperature  of  air,  78°;  of  water,  80°. 
Winds:  N.  N.  E.,  S.  E.,  S.;  first  part  light  winds,  and  cloudy;  middle  and  latter  light,  variable  winds, 
with  rain.  : 

Feb.  5.  Lat.  3°  13'  K;  long.  22°  25'  W.  Barometer,  28.00;  temperature  of  air,  78;  of  water  80°. 
Winds:  N.  by  E.,  N.  E.,  E.;  light  and  variable,  rain,  tlmnder  and  liglilning. 

Feb.  6.  Lat.  2°  39'  N.;  long.  22°  35'  W.  Barometer,  28.00;  temperature  of  air,  78° ;  of  water,  80°. 
Winds:  IST.  N.  E.,  S.  E.,  N.  E. ;  wind  and  weather,  the  same  as  yesterday. 

Feb.  7.  Lat.  1°  55'  N.;  long.  22°  47'  W.  Barometer,  28.00;  temperature  of  air,  78°  ;  of  water,  79°. 
Winds:  N.  N.  E.,  E.,  N.  N.  E. ;  light  and  variable,  and  calm;  abundance  of  rain. 

Feb.  8.  Lat.  1°  44'  N. ;  long.  22°  47'  W.  Current,  1  knot,  N.  N.  E.  Barometer,  28.82 ;  temperature  of 
air,  78°;  of  water,  79°.  W^inds:  E.,  N.  W.,  S.  W.  byS. ;  light  airs,  and  calm.  Having  good  observations 
find  a  N.  E.  current,  during  the  last  ibur  days,  but  owing  to  unsteadiness  of  winds,  cannot  determine  the 
amount. 

Feb.  9.  Lat.  1°  26'  N.;  long.  23°  10'  W.  Current,  -J  knot,  N.  W.  Barometer,  28.82;  temperature 
of  air,  75°;  of  water,  79°.     Winds:  S.  S.  W.,  S.,  S.  by  W.;  light  baffling  airs,  and  clear. 

Feb.  10.  Lat.  0°  37'  N. ;  long.  24°  57'  ^Y.  Current,  1  knot,  W.  Barometer  28.83 ;  temperature  of 
air,  78°;  water,  78°.     Winds:  S.,  S.  by  E.,  S.  by  E. ;  light  wind,  and  fine  weather. 

Feb.  1 1 .     Lat.  0°  ;58'  S. ;  long.  25°  25'  W.    Cnrnuit,  \  Icnot.  S.  W.     Barometer,  29.00  ;  temperature  of 


ROUTES  TO   RIO,   ETC. 


445 


air,  78° ;  of  water,  79".  Winds:  S.  S.  E.,  S.  E.  hy  E.,  S.  E.  by  E. ;  first,  and  middle  parts  light  wind,  latter 
part  calm. 

Feb.  12.  Lat.  1°  39'  S.;  long.  26°  42'  W.  Current,  .?  knot,  S.  W.  Barometer,  29.00;  temperature 
of  air,  80°  ;  of  water,  81°.     Winds:  S.  E.  by  S.,  S.  by  E.,  S.  by  E.;  light  wind,  and  pleasant. 

Feb.  VS.  Eat.  2°  47'  S. ;  long.  28°  22'  W.  Barometer,  28.90 ;  temperature  of  air,  81° ;  of  water,  81°. 
Winds:  S.  by  W.,  S.  by  W.,  S.  by  E. ;  light  winds  and  pleasant.  I  find  the  old  route  bad  ;  shall  try  the  new 
next  time.     [We  are  determined  to  purchase  this  conclusion  by  your  own  experience.] 

Eeb.  14.  Lat.  4°  9'  S.;  long.  29°  12'  W.  Barometer,  28.85;  temperature  of  air,  81°;  water,  81°. 
Winds:  S.,  S.  by  E.,  S.  S.  E. ;  light  winds  and  fine  weather.  Barometer  rises  and  falls  about  ,''„  since  we 
passed  6°  N. ;  rising  in  the  morning  and  falling  about  4  or  5  P.  M.  [See  what  Roberts,  of  the  Storm,  p. 
435,  says  about  it  in  north  lal.] 

X'ew  York  to  Bio. — FEBRUARY. 


DIST.\NCES. 

■WINDS;  PER  CENT. 

Lor 

igitude. 

Course. 

Total 

Latitude. 

Xo.  ob- 

True. 

Per  cent. 

Average. 

Head. 

SLANTS 

FROM 

Fair. 

Calms. 

serva- 

tions. 

NM  or  E'd. 

SM  or  Wd. 

From 

40°  27'  N. 

74° 

00'  w. 

to 

39     11 

70 

00 

E.S.E. 

199 

5.1 

209 

1.3 

7.3 

5.9 

85.5 

6.2 

303 

37     33 

65 

00 

E.S.E. 

256 

2.7 

263 

0.0 

5.7 

2.3 

92.0 

4.5 

87 

35     53 

00 

00 

E.  S.  E. 

263 

1.2 

280 

7.0 

9.0 

6.0 

84.0 

1.0 

100 

35     53 

55 

00  d 

E. 

243 

7.2 

260 

3.0 

5.0 

4.0 

88.0 

1.0 

100 

35     00 

53 

12 

E.  S.  E. 

144 

5.7 

151 

1.3 

12.2 

14.8 

78.4 

4.0 

74 

33     21 

50 

00 

S.E. 

225 

0.0 

225 

0.0 

0.0 

0.0 

100.0 

3.5 

28 

32     54 

48 

13 

E.S.E. 

98 

2.1 

100 

0.0 

5.5 

5.5 

88.9 

0.0 

18 

30     00 

45 

00 

S.  E. 

240 

3.8 

249 

0.0 

5.5 

11.1 

83.4 

0.0 

18 

25     38 

40 

00  d 

S.E. 

372 

0.0 

372 

0.0 

0.0 

0.0 

1000 

0.0 

20 

25     00 

40 

00 

S. 

38 

11.5 

42 

3.7 

14.8 

7.4 

74-1 

18.2  e 

27 

20     00 

37 

45 

S.S.E. 

324 

9.3 

354 

4.8 

1.6 

3.2 

90.3 

3.1 

62 

15     00 

35 

35 

S.  S.  E. 

324 

1.6 

329 

0.0 

w    8.0 

0.0 

92.0 

0.0 

25 

10     00 

33 

28 

S.S.E. 

324 

0.0 

324 

0.0 

0.0 

0.0 

100.0 

0.0 

31 

5     00 

31 

23  d 

S.S.E. 

324 

0.0 

324 

0.0 

0.0 

0.0 

100.0 

5.3  e 

18 

Equator 

31 

Tid 

s. 

300 

3.7 

311 

0.0 

IV  14.7 

0.0 

85.3 

2.7 

108 

1     00  S. 

32 

00 

S.S.W.fW 

72 

6.1 

76 

0.0 

w  19.0 

0.0 

81.0 

1.7 

289 

3     00 

32 

50 

s.s.w. 

130 

6.5 

138 

0.0 

10  21.6 

0.0 

78.4 

0.0 

28 

3     24 

33 

00 

s.  s.  w. 

26 

0.0 

26 

0.0 

0.0 

100.0 

0.0 

9 

5     00 

40 

s.s.w. 

104 

3.0 

107 

0.0 

w  25.0 

0.0 

75.0 

0.0 

12 

7     00 

33 

40  d 

s. 

120 

0.0 

110 

0.0 

0.0 

0.0 

100.0 

0.0 

11 

7     48 

34 

00 

s.  s.  w. 

52 

0.0 

52 

0-0 

0.0 

0.0 

100.0 

0.0 

22 

9     00 

34 

30 

S.S.W. 

78 

5.2 

82 

0.0 

IV  13.0 

0.0 

87.0 

0.0 

23 

Shortest  distance  to  the  equator  by  this  route,  3,674  miles.  Average  distance  to  be  sailed  on  account 
of  adverse  winds,  3,793. 

The  route  for  this  month  is  the  most  favorable.  In  no  part  of  it  is  the  average  of  winds  that  are 
entirely  fair,  le.ss  than  74  in  100 ;  and  generally  the  northern  or  larboard  side  is  the  windward  side.     The 


446  THE  WIND  AND  CURRENT  CHARTS. 

passage  to  the  line  has  been  frequently  made  by  vessels  that  have  followed  this  route,  in  19  and  20  days, 
and  even  in  17  days. 

Ship  Luchiow  (D.  Plumer),  Boston  to  California,  fourteen  days  out. 

January  2'J,  1853.  Lat.  19°  59'  N.;  long.  35°  22'  "W.  Barometer,  30.00;  temperature  of  air,  74°;  of 
water,  70°.  Winds:  E.  by  N.,  east,  E.  by  S.  Brisk  trade-winds,  and  cloudy,  with  occasional  rain  squalls, 
duriu'T  which  the  wind  invariably  hauls  two  or  three  i^oints  to  the  S.  E.     Barometer  at  a  stand. 

Jan.  30.  Lat.  10°  11'  N. ;  long.  34°  18'  W.  Barometer,  30.00  ;  temperature  of  air,  72°  ;  of  water,  75°. 
Winds:  E.  by  S.,  bafQing,  in  squalls  to  S.  E.,  throughout.  Brisk  breezes,  and  cloudy,  with  frequent  squalls 
from  S.  E.,  and  showers  of  rain  throughout. 

Jan.  31.  Lat.  13°  05'  N.;  long.  33°  21'  W.  Barometer,  30.00;  temperature  of  air,  73°;  of  water, 
76°.  Winds :  E.  by  S.,  E.  by  S.,  east ;  iirst  and  middle  parts,  strong  breezes,  with  frequent  squalls ;  latter 
part,  fresh  breezes,  and  pleasant.     Saw  an  unusual  number  of  flying-fish. 

Feb.  1.  Lat.  10°  06'  K;  long.  31°  50'  W.  Current,  10  miles,  east.  Barometer,  29.92;  temperature 
of  air,  76° ;  water,  79°.     Wind  east.     Fine  breezes  and  cloudy,  with  occasional  light  showers. 

Feb.  2.  Lat.  7°  19'  N.;  long.  29°  40'  W.  Barometer,  29.90;  temperature  of  air,  78°;  of  water,  79°. 
Wind  E.  by  N. ;  fine  trades,  and  hazy ;  strong  tide  rips  at  times,  but  found  no  current. 

Feb.  3.  Lat.  4°  34'  N. ;  long.  28°  04'  W.  Current,  24  miles,  S.  42°  E.  Barometer,  29.86 ;  tempera- 
ture of  air,  80°;  of  water,  81°.  Wind  E.  by  N.  Light  trades,  and  pleasant;  sea  unusually  smooth;  some 
tide  rips.  ■  • 

Feb.  4.  Lat.  2°  55'  K. ;  long.  28°  01'  W.  Barometer,  29.85 ;  temperature  of  air,  81°  ;  of  water,  81°. 
Winds :  E.  by  S.,  E.  S.  E.  by  S.     Light  air  from  east  to  S.  S.  E  ;  baffling,  with  calms,  and  light  rain  squalls. 

Feb.  5.  Lat.  1°  31'  N.;  long.  28°  39'  W.  Current,  27  miles  N.,  57°  E.  Barometer,  29.84 ;  tempera- 
ture of  air,  82°  ;  of  water,  81°.  Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  S.  E.  Light  airs  from  S.  E.  to  S.  S.  E.,  and 
pleasant ;  sea  very  smooth. 

Feb.  0.  Lat.  0°  06'  N. ;  long.  30°  33'  W.  Current,  15  miles,  west.  Barometer,  29.62  ;  temperature  of 
air,  81°  ;  of  water,  80°.  Winds :  S.  S.  E.,  S.  S.  E.,  S.  by  E.  Light  airs  from  S.  S.  E.,  and  pleasant,  first  and 
middle  parts.  At  midnight,  being,  by  account,  up  with  St.  Paul's,  and  having  the  water  unusually  smooth, 
suppose  we  passed  to  leeward  of  it,  very  near ;  but,  being  rather  hazy,  saw  nothing.  Latter  part,  brisk 
breezes,  and  pleasant,  but  a  little  too  far  to  the  southward  to  suit  me;  but  I  trust  the  wind  will  be  a  little 
farther  to  the  eastward  before  long.     Strong  tide  rips  through  the  night. 

Feb.  7.  Lat.  1°  07'  S.;  long.  31°  32'  W.  Barometer,  29.84;  temperature  of  air,  81°;  of  water,  80°. 
Winds :  southward,  east,  S.  by  E.,  S.  by  E.,  south  and  S.  S.  E.  Moderate  breezes,  and  pleasant.  At  1  hour 
30  min.  P.  M.  crossed  the  equator,  just  22  days  from  Boston  Light,  on  the  meridian  of  30°  40'  W.,  having 
sailed,  by  log,  3,808  miles,  and  courses  made  good,  3,782.  [No  circumstance,  not  even  the  actual  perform- 
ance of  the  passage  within  a  given  time,  tends  so  strikingly  to  prove  the  correctness  of  the  data  upon  which 
these  Charts  are  founded,  and  the  accuracy  of  the  calculations  derived  from  them.     Taking  into  account 


ROUTES  TO   HIO,   ETC.  447 

tlio  dotour  which  a  ship  has  to  make  on  account  of  licaJ  winds,  tlic  distance  to  he  saik;d  is  calculated.  The 
Lucknow  tries  it,  and  her  distance  sailed  diiVers  only  Id  inil(>s  from  the  computed  distance.]  At  8  tacked 
to  the  eastward,  and  at  noon  to  S.  AV. 

Feb.  8.  Lat.  2°  37'  S.;  long.  32°  33'  W.  Barometer,  29.82  ;  temperature  of  air,  82° ;  of  water,  81°. 
Wind  :  S.  S.  E.  Light  airs  from  S.  by  E.  to  S.  K. ;  standing  to  the  southward  and  westward  ;  weather  fine, 
and  sea  smooth. 

Feb.  9.  Lat.  4°  llj'  S.;  long.  33°  2i'  W.  Current,  20  miles  S.,  02°  W.  Barometer,  29.87 ;  tempera- 
ture of  air,  81°  ;  of  water,  81°.  "Winds :  S.  E.,  S.  E.  by  E.,  S.  E.  Light  airs  tliroughout,  with  the  exception 
of  a  brisk  breeze  for  an  hour  or  two  after  sunrise.  Passed  the  Eoceas  without  seeing  them,  but  saw 
thousands  of  birds  which  I  have  noticed  before  in  this  vicinity. 

Bark  Falcon  (.John  A.  Phipps),  Boston  to  Canton,  thirteen  days  out. 

Jan.  28,  1852.     Lat.  20°  io'  N.;  hrag.  42°  22'  W.     Current,  one  mile  per  hour,  N.  N.  W.  J  AV.   Bar- 
ometer, 30.40 ;  temperature  of  air,  72°  ;  of  water,  72°.     "Winds :  E.  S.  E.  scpially,  tlie  wind  flying  from  S.  E. " 
to  E.  by  S.     I  had  rather  take  my  chance  on  the  N.  E.  tack  at  present;  if  it  was  winter,  I  sliould  think 
otherwise. 

Jan.  29.  Lat.  28°  14'  N.;  long.  41°  20'  W.  Current,  one-quarter  of  a  knot  per  hour,  W.  i  S.  Baro- 
meter, 30.50;  temperature  of  air,  70°;  of  water,  71°.  Winds:  E.  S.  E.,  S.  E.,  S.  E.  by  E.;  strong  breezes 
and  hard  squalls ;  wind  hauling  from  S.  S.  E.  to  E.  S.  E.  with  a  high  shar2o  sea.  I  have  been  eighteen  years 
master  of  a  ship  iu  about  this  same  track,  and  never  experienced  the  like  before. 

Jan.  30.  Lat.  29°  56'  N. ;  long.  39°  42'  W.  Current,  one  knot  per  hour,  N.  W.  Barometer,  30.45; 
temperature  of  air,  09°;  of  water,  68°.  Winds:  E.  S.  E.,  E.  S.  E.,  S.  S.  E.;  begins  good  breezes  and  the 
same  squalls  of  wind. 

Jan.  31.  Lat.  30°  10'  X.;  long.  38°  32'  W.  Cm-rent,  three-quarters  of  a  knot  per  hour,  X.  W.  by  W. 
Barometer,  30.45;  temperature  of  air,  6S° ;  of  water,  08°.  Winds:  S.  S.  E.  South,  S.  by  W.;  during  these 
twenty-four  hours  unsteady,  with  some  squalls. 

Feb.  1.  Lat.  30°  29' N.;  long.  37°  36'  W.  Current,  three-quarters  of  a  knot  per  hour.  North;  baro- 
meter, 30.45  ;  temperature  of  air,  68° ;  of  water,  09°.  Winds :  S.  S.  E.,  South,  calm ;  baffling  winds  and  very 
light  airs ;  some  calms.     I  have  been  both  sides  of  the  January  track,  and  find  it  all  alike  this  time. 

Feb.  2.  Lat.  30°  22'  N. ;  long.  37°  39'  W.  No  current.  Barometer,  30.40 ;  temperature  of  air,  09° ; 
of  water,  69°.  Winds :  calm,  calm,  E.  S.  E. ;  first  and  middle  parts  calm,  with  a  high  swell ;  ends  with  light 
airs.  I  made  up  my  mind  to  try  your  track  this  time ;  have  been  on  it,  to  the  westward  and  eastward  of  it, 
and  have  made  up  my  mind  that  the  old  and  new  are  all  alike  just  now.     Bad  luck  follows  me  so  far. 

Feb.  3.  Lat.  27°  47'  N.;  long.  D.  R.  37°  53' W.  Barometer,  30.40;  temperature  of  air,  68°;  of 
water,  69°.     Winds:  S.  E.,  S.  E.,  S.  E.;  strong  winds  and  hard  squalls;  hard  luck  this. 

Feb.  4.  Lat.  24°  53'  N. ;  long.  38°  31'  W.  Barometer,  30.40 ;  temperature  of  air,  71°  ;  of  water,  72°. 
Winds :  S.  S.  E.,  S.  E.,  S.  E. ;  brisk  breezes  with  some  squalls ;  all  sails  set. 


448  THE   WIND   AND   CURRENT   CHARTS. 

Feb.  5.  Lat.  21°  53'  N. ;  long.  37°  27'  "W.  Current,  W.  N.  W.,  three-quarters  of  a  knot  per  hour. 
Barometer,  30.35 ;  temperature  of  air,  72°  ;  of  water,  72°.  Winds  :  E.  S.  E.,  E.  by  S.,  E.  S.  E. ;  strong 
breezes  and  squally  ;  close  hauled  by  the  wind  ;  baffling  in  squalls. 

Feb.  6.  Lat.  18°  37'  N. ;  long.  86°  13'  W.  Current  none.  Barometer,  30.30 ;  temperature  of  air,  73° ; 
of  water,  72°.     Winds:  E.  S.  E.,  E.  by  S.,  E.  by  S. ;  strong  winds  and  flawey;  sharp  on  a  wind. 

Feb.  7.  Lat.  15°  19'  N. ;  long.  34°  41'  W.  Barometer,  30.25  ;  temperature  of  air,  73°  ;  of  water,  74°. 
Wind:  E.  by  S.;  first  and  middle  parts,  strong  breezes;  latter  part,  more  moderate.  Passed  through 
several  tide  rips. 

Feb.  8.  Lat.  12°  19'  N. ;  long.  33°  21'  W.  Current,  W.  h  N.,  U  knots.  Barometer,  30.20  ;  tempera- 
ture of  air,  74°  ;  of  water,  75°.     Winds:  E.,  E.  I  S.,  E.  by  S  ;  brisk  breezes  and  hazy.  I 

Feb.  9.  Lat.  9°  30'  N.;  long.  31°  37'  W.  Current,  N.,  |  knot.  Barometer,  30.20;  temperature  of 
air,  75°;  of  water,  7G°.     A\"ind  E.;  good  breezes  and  hazy. 

Feb.  10.  Lat.  6°  59'  N.;  long.  29°  16'  W.  Barometer,  30.10;  temperature  of  air,  76°  ;  of  water,  77°. 
Winds:  E.,  E.  liy  N.,  E.  by  N.;  brisk  bi-eezes,  all  sail  set  by  the  wind. 

Feb.  11.  Lat.  4°  24'  N. ;  long.  27°  30'  W.  Current,  N.,  f  of  a  knot.  Barometer,  30.10 ;  temperature 
of  air,  78°  ;  of  water,  78°.  Wind  :  E.  N.  E. ;  fine  breezes.  This  day  is  the  first  of  the  N.  E.  trades  with  any 
northing  in  it.     [You  should  have  made  a  south  course  good.] 

Feb.  12.  Lat.  1°  24'  N.;  long.  26°  46'  W.  Current,  N.  W.,  A  knot  per  hour.  Barometer,  30.10; 
temperature  of  air,  79°  ;  of  water,  80°.     Winds:  E.  by  N.,  E.,  E.;  fine  breezes. 

Feb.  13.  Lat.  D.  R.  00°  24'  N.;  long.  26°  40'  W.  Barometer,  30.10;  temperature  of  air,  79°  ;  of 
water,  80°.  Winds:  E.,  S.  E.,  S.  E.  At  2  P.  M.  lost  the  trade-wind;  remainder  of  the  day  light  airs  and 
variable.     [29  days  to  the  line,  is  not  so  bad  after  alL] 

Feb.  14.  Lat.  01°  10'  S.;  long.  27°  37'  W.  Current,  S.  S.  W.,  1  knot.  Barometer,  30.10  ;  tempera- 
ture of  air,  81°  ;  of  water,  80°.  Wind  variable  from  E.  N.  E.  to  S.  by  E. ;  light  baffling  winds,  calm  at 
times.  [The  chances  arc,  that,  further  west,  you  would  have  escaped  those  calms  to  a  considerable  degree 
at  least.] 

SJiip  Astrca  (Charles  11.  Gerrish),  New  York  to  San  Francisco,  1853,  25  days  out. 

Jan.  27.  Lat.  20°  19'  K ;  long.  31°  53'  W.  Current,  S.  22°  E.,  i  knot  per  hour.  Variation,  12°  45' 
W.  Barometer,  29.7;  temperature  of  air,  73°  ;  of  water,  73°.  Winds:  E.  N.  E.,  E.,  E.  N.  E.;  first  part, 
fresh  gales  thick  and  squally ;  middle,  more  moderate ;  latter,  strong  breezes  and  squally. 

Jan.  28.  Lat.  17°  40'  N. ;  long.  31°  02'  W.  Barometer,  29.6  ;  temperature  of  air,  73°  ;  of  water,  75°. 
Winds :  E.  by  N.,  E.  N.  E.,  E.  N.  E. 

Jan.  29.  Lat.  16°  27' N. ;  long.  30°  31' W.  Barometer,  29.7;  temperature  of  air,  74°;  of  water,  74°. 
Winds :  E.  N.  E.,  E.  by  S.,  E.  by  N. ;  first  part,  moderate  steady  trades  ;  middle  and  latter,  clear  and  pleasant. 

Jan.  30.  Lat.  14°  10'  N. ;  lopg.  30°  04'  W.  Barometer,  29.7 ;  temperature  of  air,  74°  ;  of  water,  74°. 
Winds :  E.  N.  E.,  E.  S.  E.,  E.  N.  E. ;  first  part  moderate ;  middle  and  latter,  thick  and  squally. 


KOUTES   TO    KIO,    ETC.  449 

Jau.  31.  Lat.  11°20'N.;  long.  29°5' W.  Variation,  9°  57' W.  Barometer,  29.60 ;  temperature  of 
air,  70°  ;  of  water,  7(')°.     Winds:  E.  by  N.,  E.  N.  E.,  E.  N.  E.     Fresh  gales  and  squally  tliroughout. 

Feb.  1.  Lat.  8°  45'  N.;  long.  28°  W.  Barometer,  29.60;  temperature  of  air,  77°;  of  water,  79°. 
AVinds:  E.,  E.  K  E.,  and  E.  K  E.  First  part,  fresli  gales  and  cloudy  squally  weather ;  middle  and  latter 
part,  sharp  squall ;  under  double  reefs. 

Feb.  2.  Lat.  0°  30'  N.;  long.  27°  -i'  W.  Barometer,  29.G0;  temperature  of  air,  79°;  of  water,  80°. 
Wind :  E.  N.  E.     First  part,  strong  breezes  and  cloudy  ;  middle  aud  latter  part,  moderate  and  pleasant. 

Feb.  3.  Lat.  -1:°  22'  N. ;  long.  26°  43'  W.  Barometer,  29.60  ;  temperature  of  air,  79°  ;  of  water,  80°. 
Winds :  east,  E.  by  S.,  and  east.     Pleasant  breezes  and  clear  weather. 

Feb.  4.  Lat.  3°  29'  2^.;  long.  26°  34'  W.  Barometer,  29.60;  temperature  of  air,  79°;  of  water,  80°. 
Winds :  east,  southerly,  S.  E.     All  sorts  of  wind  and  weather,  with  rain  during  the  latter  part. 

Feb.  5.  Lat.  3°  9'  K;  long.  26°  40'  W.  Barometer,  29.IJ0;  variation,  8°  W.;  temperature  of  air, 
79° ;  of  water,  80°.  Winds :  S.  E.,  S.  S.  E.,  E.  N.  E.  Light  airs,  and  thick  squally  weather ;  middle  part, 
rain. 

Feb.  6.  Lat.  2°  12'  N. ;  long.  26°  45'  W.  Barometer,  29.60 ;  temperature  of  air,  81° ;  of  water,  80°. 
Winds :  E.  by  N.,  S.  E.,  S.  S.  E.     Light  breezes,  and  thick  cloudy  weather. 

Feb.  7.  No  observation.  Barometer,  29.00;  temperature  of  ab-,  80°;  of  water,  80°.  Wiuds:  S.  E. 
south,  and  S.  S.  E.     Light  variable  aii-s  and  calms,  with  thick  rainy  weather. 

Feb.  8.  Lat.  1°  46'  N. ;  long.  27°  14'  W.  Barometer,  29.50 ;  temperature  of  air,  82°  ;  of  water,  81°. 
Winds :  south,  calm,  S.  S.  W.     Light  variable  airs  and  calms,  with  rainy  weather. 

Feb.  9.  No  observation.  Current,  S.  45° ;  E.  12  miles.  Barometer,  29.50 ;  temperature  of  air,  81° ; 
of  water,  80°.  Wiuds :  south,  S.  S.  E.  and  S.  E.  First  part,  light  airs  and  calms,  and  cloudy.  Lowered  a 
boat  to  try  the  current,  and  found  it  to  be  as  mentioned  above. 

Feb.  10.  Lat.  1°  N.;  long.  27°  50'  W.  Current,  10  miles,  N.  W.  Barometer,  29.50;  temperature  of 
air,  82°;  of  water,  80°.  Wind:  S. S.  E.,  S.  E.,  S.  E.  Light  aii-s  and  pleasant  weather.  Tried  the  current 
again  with  a  boat.  This  satisfies  me  that  there  is  a  current  hereabout  that  changes  its  set  as  often  as  once 
in  24  hours.  "  I  have  frequently  noticed,  when  lying  becalmed  for  two  or  three  days  at  a  time,  within  two 
or  three  days  north  and  south  of  the  line,  and  east  of  long.  30°  W.,  that  the  shi^)  would  be  set  from  10  to 
20  miles  N.  W.  one  day,  aud  the  next  day  as  many  miles  to  the  S.  and  E."  I  have  also  noticed  a  strong 
easterly  current  to  the  E.  of  24°  30'  west  longitude,  but  never  noticed  auy  westerly  set  there.  Ends 
pleasant.  .    . 

Feb.  11.  Lat.  18'  N. ;  long.  27°  52'  W.  Barometer,  29.60 ;  temperature  of  air,  82°  ;  of  water,  80° ; 
Winds :  S.  E.,  S.  E.  by  S.,  S.  E.     Light  variable  airs,  and  pleasant. 

[Compare  this  with  the  Lucknow,  p.  446.     She  was  from  New  York  also,  but  she  had  14  days  to  the 
parallel  of  20°  N.,  which  she  crossed  3^  degrees  west  of  where  the  Astrea  crossed  it.     From  this  parallel  to 
the  equator,  the  western  ship  had  8,  the  eastern  15  days.     Now  compare  their  tracks  with  the  route  per 
table  for  February,  and  see  which  of  the  two  were  following  most  closely  the  Sailing  Directions:] 
57 


450  THE  WIND  AND  CUKRENT  CHARTS. 

Feb.  12.  Lat.  35'  S. ;  long.  28°  G'  W.  Barometer,  28.50 ;  tcmi>erature  of  air,  84° ;  of  water,  83°. 
Winds:  S.  E.,  S.  S.  E.,  and  south.  Light,  variable  airs,  and  pleasant.  Crossed  the  equator  at  2  A.  M.,  in 
longitude  28°  W. 

Feb.  13.  Lat.  00°  24'  S.;  long.  27°  57'  W.  Barometer,  29.50;  temperature  of  air,  83°;  of  water, 
82°.     Winds:  S.,  S  S.  E.,  and  S. ;  light,  variable  airs,  and  pleasant.     Current  N.,  45°  E.;  24  miles. 

Feb.  14.  Lat.  00°  27'  S.;  long.  27°  41'.  Barometer,  29.50;  temperature  of  air,  82°;  of  water,  84°. 
Winds:  S.  S.  W.,  S.,  and  S.  E. ;  light,  variable  airs,  and  pleasant.     Current  S.,  67°  E. ;  24  miles. 

Feb.  15.  Lat.  0°  52'  S.;  long.  27°  22'  AY.  Barometer,  29.50.  Current  S.,  45°  E.;  48  miles;  tem- 
perature of  air,  82°;  of  water,  81.     Winds:  S.  E.,  E.  S.  E.,  and  S.  E. ;  light  breezes,  and  pleasant. 

Feb.  16.  Lat.  2°  16'  S.;  long.  28°  33'  W.  Current  N.,  36°  W.;  36  miles;  variation,  6°  45'  W. 
Barometei',  29.60  ;  temperature  of  air  and  water,  81°.  Winds:  S.  E.,  S.  S.  E.,  and  S.  E. ;  light  breezes;  first 
part,  pleasant ;  latter  joart,  cloudy. 

Feb.  17.  Lat.  4°  32'  S. ;  long.  29°  21'  W.  Barometer,  29.60 ;  temperature  of  air,  82° ;  of  water,  SO. 
Winds:  S.,  S.  S.  E.,  S.  E. ;  fresh  breezes  and  flying  clouds. 

Feb.  18.  Lat.  6°  36'  S. ;  long.  29°  59'  W.  Barometer,  29.60;  temperature  of  air,  82°  ;  of  water,  81. 
Winds:  S.  E.,  E.  by  S.,  S.  E. ;  fresh  breezes,  and  pleasant. 

Ship  Simoom  (M.  Smith),  New  York  to  San  Francisco,  ten  days  out. 

Feb.  4, 1853.  Lat.  25°  56'  N. ;  long.  36°  57'  W.  Barometer,  29.80;  temperature  of  air,  82°  ;  of  water, 
82°.  Winds :  S.  E.,  S.  S.  E.,  S.  S.  E.  Commences  moderate  and  showery;  latter  part,  fresh  breezes,  and  squally. 
At  3  A.  M.  a  brilliant  meteor  in  the  east  fell  from  50°  to  15°,  visible ;  a  quantity  of  sea-weed  hanging  from 
S.  E.  to  N.  W.  N.  B.  From  the  22d  ult.  to  the  1st  inst.  (that  is,  from  the  Bermudas  to  350  miles  S.  by  W. 
of  the  Azores),  11  days,  we  had  the  wind  from  S.  S.  E.  to  S.  S.  W.;  and,  in  the  forenoon,  it  generally  in- 
clined two  or  three  points  to  the  eastward ;  in  the  afternoon,  it  changed  back.  I  recollect  the  last  few  years 
(in  the  Niagara,  running  to  Liverpool),  while  S.  and  S.  E.  of  Newfoundland  in  the  summer,  it  would  veer 
around  the  compass  with  the  sun,  once  in  24  hours,  for  four  or  five  days. 

Feb.  5.  Lat.  23°  09'  N. ;  long.  39°  17'  W.  Barometer,  29.70 ;  temperature  of  air,  77°  ;  of  water,  73°. 
Wind :  S.  S.  E.  throughout ;  frequent  rain  squalls  in  the  night,  severe. 

Feb.  6.  Lat.  21°  17'  N. ;  long.  41°  17'  W.  Barometer,  29.90 ;  temperature  of  air,  78°  ;  of  water,  77°. 
Winds :  S.  S.  E.,  S.  S.  W.,  S. ;  squally. 

Feb.  7.  Lat.  19°  35'  N. ;  long.  44°  41'  W.  Barometer,  29.70 ;  temperature  of  air;  80°  ;  of  water,  77°. 
Wind  south  throughout,  moderate  and  cloudy.  At  4  P.  M.  sharp  lightning  in  the  west.  At  noon,  tacked 
ship. 

Feb.  8.  Lat.  17°  10'  N.;  long.  45°  25'  W.  Barometer,  29.75;  temperature  of  air,  80°.5;  of  water, 
78°.  Winds :  S.  S.  E.  to  east,  S.  E.,  do.  Moderate  and  variable.  Midnight,  fresh ;  ends  light.  At  5  P.  M. 
tacked  to  the  southward. 

Feb.  9.     Lat.  14°  04'  N. ;  long.  44°  26'  W.     Barometer,  29.70 ;  temperature  of  air,  78° ;  of  water,  78°. 


ROUTES  TO    KIO,    KTC.  451 

Winds:  E.  S.  E.,  E.  do.  Moderate  and  squally;  in  tlio  evening  tlic  trade-wind  commenced.  I  Lave,  at  no 
time,  had  so  nuicli  soutliwestorly  wind  bcl'ure  this;  according  to  your  Charts  it  ought  to  be  N.  E.,  but  it  is 
barely  east. 

Feb.  10.  Lat.  11°  -40'  N. ;  long.  43°  27'  W.  Barometer,  29.70 ;  temperature  of  air,  82°  ;  of  water,  78°. 
Wind  east  throughout.  Commences  fresh  breezes,  cloudy,  and  hazy.  Morning,  cleared  off.  8  A.  M. 
tacked  to  the  northward. 

Fob.  11.  Lat.  10°  38'  N.;  long.  42°  23'  W.  Barometer,  29.70;  temperature  of  air,  79°;  of  water, 
78°.     Wind  east  throughout.     Moderate  and  pleasant ;  tacked  south. 

Feb.  12.  Lat.  8°  12'  N. ;  long.  40°  15'  W.  Barometer,  29.70 ;  temperature  of  air,  80°  ;  of  water,  78°. 
Winds:  E.,  E.N.  E.,  E.  K  E.     Fu-st  part,  i>leasant ;  latter,  squally. 

Feb.  13.  Lat.  5°  29'  N. ;  long.  37°  43'  W.  Barometer,  29.05 ;  temperature  oi  air,  82  ;  of  water,  78°. 
Winds:  E.  N".  E.  variable,  E.  N.  E.,  east  variable.  Commences  fresh  and  squally.  The  upper  strata  of  clouds 
are  passing  to  the  east  by  the  sun  ;  ends  light  and  cloudy. 

Feb.  14.  Lat.  4°  04'  N. ;  long.  36°  53'  W.  Barometer,  29.G5  ;  temperature  of  air,  81° ;  of  water,  78°. 
Winds:  east,  S.  S.  E.,  variable,  east.  Moderate  and  showers.  Midnight,  tacked  to  the  east.  At  5  A.M.  to 
S.  S.  E. ;  ends  light,  with  passing  clouds. 

Feb.  15.  Lat.  2°  58'  N. ;  long.  34°  67'  W.  Temperature  of  water,  79°.  Winds :  S.  E.,  E.  N.E.,  N.  E. 
First  part  light  air ;  ends  light  N.  E.  breezes. 

Feb.  16.  Lat.  1°  51'  N. ;  long.  34°  27'  W.  Barometer,  29.70 ;  temperature  of  air,  88° ;  of  water,  82°. 
of  water  (ten  feet  below  surface),  81°.  Winds:  N.  E.,  calm,  S.  E.,  S.  E.  First  part,  light  N.  E.  wind ;  mid- 
night, calm;  latter,  light  S. E.;  so  Ave  passed  from  the  N.E.  to  the  S.  E.  trades  last  night. 

Feb.  17.  Lat.  1°  01'  N.;  long.  34°  28'  W.  Barometer,  29.65  ;  temperature  of  air,  87°.  Winds:  S.  E. 
inclining  south,  S.  E.  by  S.,  S.  E.  by  S.  to  S.  E.  by  E.  Commences  light  and  pleasant.  At  8  P.  M.  broke  off" 
to  S.  W.  westerly,  tacked.     At  4  A.  M.  inclining  eastwardly,  tacked  to  S.  by  W. ;  ends  fresh  and  cloudy. 

Feb.  18.  Lat.  1°  15' S. ;  long.  35°  03' W.  Barometer,  29°  60;  temperature  of  air,  86°.  Winds:  E.S.E., 
E.  S.  E.,  S.  E.  Forepart,  fresh.  At  8  P.  M.  flash  of  lightning  E.  by  N.,  which,  at  midnight,  passed  north 
of  us  with  a  squall ;  ends  light  and  cloudy ;  passed  the  equator  at  9  P.  M.,  in  34°  40',  29  days  out,  from 
N.  E.  of  Bermudas  26,  with  a  constant  head  wind. 

Feb.  19.  Lat.  0°  11'  S.;  long.  34°  07'  W.  Barometer,  29.70;  temperature  of  air,  83°;  of  water  (ten 
feet  below  surface),  81°.  Winds:  S.E.,  E.S.E.,E.S.E.  Moderate  and  cloudy.  At  30  min.  P.  M.  tacked 
to  E.  N.  E.  Forepart  of  the  night,  sheet  lightning  at  the  N.  E.  and  JST. ;  ends  moderate  and  cloudy.  At  11 
A.M.  tacked  to  S.S.W. 

Feb.  20.  Lat.  3°  31'  S. ;  long.  35°  48  W.'  Barometer,  29.55 ;  temperature  of  air,  84°.  Wind :  S.  E.  by 
S.  throughout.  Fresh  breezes  and  cloudy;  running  ten  and  a  half  to  eleven  and  a  half  knots  during  the 
night ;  yards  very  sharp  up ;  are  70  miles  from  land,  and  shall  fall  60  to  leeward  of  Point  Tairo ;  then  for 
the  race,  whether  the  Simoom  or  Cape  St.  Roque  can  beat  fastest  to  windward ;  this  makes  the  29th  day 
of  head  winds. 


452  THE  WIND  AND  CURRENT  CHARTS. 


Feb.  21.  Lat.  4°  50'  S.;  long.  8G°  15'  W.  Barometer,  29.10;  temperature  of  air,  83° ;  of  water  (ton 
feet  below  surface),  80°.  Wind  east  throughout.  Fresh  winds,  inclining  more  to  the  north  when  nearing. 
Tacked  to  the  north  at  7  P.  M.,  to  the  S.  S.  E.  at  3  A.  M.,  to  the  north  at  11  hours  45  min.  A.  M. ;  close  to 
the  breakers,  W.  N.  W.  from  Point  Tairo.     Current,  one  and  a  half  miles  per  hour,  W.  N.  W. 

Feb.  22.  Lat.  3°  38'  S. ;  long.  35°  48'  W.  Barometer,  29.65  ;  temperature  of  air,  84°  ;  of  water  (10 
feet  below  surfiice)  81°.  Winds :  E.,  E.  S.  E.,  E.  S.  B.  Forepart,  fresh  ;  night,  light  sheet  lightning  in  the 
south  over  the  land.     Working  ahead  slowly  along  the  land.     Ends  with  light  breezes. 

Feb.  23.  Lat.  3°  05' S.;  long.  34°  30' W.  Current,  five-sixth  of  a  mile  per  hour,  west.  Barometer, 
29°  75' ;  temperature  of  air,  87°.  Wind:  S.  E.  throughout.  First,  fresh  and  clear;  working  to  the  east- 
ward. At  midnight,  a  white  meteor  with  red  flashes,  "not  large,"  passed  rapidly  with  the  horizon,  in  the 
S.  B.  sky,  25°  high,  45°  in  a  N.  E.  direction.     Ends  hazy. 

Feb.  24.  Lat.  2°  07'  S. ;  long.  33°  31'  W.  Current,  36  miles  W.,  14°  N.  Barometer,  29.65  ;  temper- 
ature of  air,  86°.  Wind:  S.  E.  Moderate  and  smoky,  with  passing  clouds;  towards  morning,  light  and 
squally.     At  8  A.  M.  tacked  to  S.  S.  W. 

Feb.  25.  Lat.  5°  11'  S. ;  long.  34°  39'  W.  Current,  N.  12°  W.,  six-tenths  of  a  mile  per  hour. 
Barometer,  29.66;  temperature  of  air,  85°.  Winds:  S. E.,  do.,  S. S. B.  Moderate  and  pleasant;  have 
weathered  Cape  St.  Eoque  after  four  days'  hard  beating. 

Feb.  26.  Lat.  6°  40'  S. ;  long.  34°  49'  W.  Current  (per  hour),  five-tenths  of  a  mile  N.,  11°  AV. 
Barometer,  29.65  ;  temperature  of  air,  83°.  Winds:  S.E.,  E.S.E.,  S.E.  Fresh  and  pleasant.  At  5  P.M. 
tacked  to  N.B.  off  Eio  Grande  del  Norte.  At  10,  back  again,  and  at  11.25  to  N.  E.  in  10  fathoms  water. 
Light  airs. 

Feb.  27.  Lat.  7°  06'  S.;  long.  34°  27'  W.  Barometer,  29.70;  temperature  of  air,  84°.  Winds:  S.E. 
Light  and  variable ;  working  along  in  from  10  to  15  fathoms  water.  At  noon,  light  wind  at  N.B.;  the 
first,  since  by  Bermuda,  35  days ;  three-fourths  of  that  time  it  has  been  straight  ahead.  Has  ever  any  one 
had  it  so  contrary  before,  in  January  and  February  ?  Have  made  350  miles  the  last  nine  days.  At  10  P.M. 
lightning  to  the  W.  S.  AV.  over  the  land. 

[Bad  luck  you  certainly  had.  But,  not\vith.standing  you  fell  so  far  to  leeward,  and  "  the  time"  you  had 
of  it  in  weathering  St.  Eoque,  compare  your  track  with  the  Astrca's  (p.  448).  She  crossed  30°  N".  in  26° 
40'  W.,  and  had  thence  13  days  to  6°  S.  You  crossed  3°  N.  in  35°,  fell  far  to  leeward,  yet  you  crossed 
6°  S.  two  days  ahead  of  the  Astrea.] 


Eio  DE  Janeiro,  March  22, 1853. 
I  herewith  forward  the  abstract  log  of  the  ship  Wings  of  the  Morning,  from  New  York  to  the  port  of 
Eio.  On  the  27th  of  January,  the  fifth  day  from  New  York,  you  wiU  perceive  that  I  carried  away  the 
main  truss  and  wings  of  the  main  yard,  together  with  the  main  topmast  and  all  three  top  gallant-masts  and 
jib-boom.  For  several  days  after,  we  had  no  sail  except  the  fore  and  mizzen  topsails,  foresail,  and  spanker. 
From  that  time  to  sixteen  north,  with  two  days'  exception,  we  had  the  winds  principally  from  south  to  south- 


ROUTES   TO   RIO,    ETC.  453 

■west.  Mueli  of  the  time  Llowing  fresh  gales.  Consequently,  I  was  driven  for  to  the  eastward  of  the  ship's 
intended  course.  From  the  time  tlie  ship  lo.st  her  spars  until  1  crossed  the  equator,  without  one  exception, 
stood  on  the  tack  I  could  make  tlie  most  latitude.  We  carried  the  N.  E.  trade  to  five,  and  toolv  tlie  wind 
S.  S.  E.  in  2°  N.  Crossed  the  line  in  twenty-eight,  and  passed  out  of  sight  to  windward  of  Xoronha.  The 
trades,  both  north  and  south,  were  very  light.  Your  ro-y,  very  valuable  Sailing  Directions  and  Charts  I 
consider  the  best  guide  ever  given  to  the  navigator  for  pointing  out  the  way  to  shorten  the  passage  between 
New  York  and  Eio,  when  it  is  practicable  to  follow  them.  The  abstract  of  the  remaining  passages  during 
the  voyage  will  be  forwarded  fi-om  the  diiierent  ports  on  my  arrival. 

Very  rcsjiectfully  yours, 

n.  n.  LOVELL. 
Lieut.  M.  A.  Maurt. 


Ship  Wings  of  the  Morning  (II.  H.  Lovell),  New  Yoi-k,  bound  to  San  Francisco,  1853,  twenty-two  days 
out. 

Feb.  14,  1853.  Lat.  30°  OS'  N.;  long.  36°  48'  W.  Barometer,  29.70 ;  temperature  of  air,  GS°.  Winds : 
N.  N.  E.,  N.  E.,  N.  E. 

Feb.  15.  Lat.  27°  00'  N.;  long.  36°  30'  W.  Barometer,  28.0  ;  temperature  of  air,  08°.  Winds:  E., 
S.  E.,  S.  E.  by  S. 

Feb.  IG.     No  observations.     Barometer,  29.70.     Winds:  S.,  S.  S.  W.,  S.  AV.  by  S.     Squally,  with  rain. 

Feb.  17.  Lat.  25°  43'  N. ;  long.  33°  30'  W.  Barometer,  29.70.  Winds:  S.  S.  W.  Ship  under  single 
reefs;  squally. 

Feb.  18.  Lat.  24°  44'  N. ;  no  observation  for  longitude.  Barometer,  29.8.  Winds :  S.  S.  W.,  S.  by  W., 
S.  W.     Weather  unsettled ;  single  reefs. 

Feb.  19.  Lat.  23°  09'  N.;  long.  29°  43'  W.  Barometer,  29.9.  Winds:  S.  S.  W.,  S.  W.,  S.  by  W. 
Squalls  and  rain  throughout  the  day. 

Feb.  20.  Lat.  21°  50'  N.;  long.  27°  28'  W.  Barometer,  29.90.  Winds:  S.  S.  W.,  S.  W.,  W.  S.  W. 
Weather  unsettled,  rainy  and  squally. 

Feb.  21.  Lat.  20°  00'  N.;  long.  27°  08'  W.  Barometer,  29.9.  Winds:  S.  W.,  W.  S.  W.,  W.  S.  W. 
Changeable  weather. 

Feb.  22.  Lat.  18°  33'  N.;  long.  27°  08'  W.  Barometer,  29.9;  temperature  of  air,  68°.  Winds: 
W.  S.  W.,  calm,  W.     Cloudy,  with  rain  ;  thunder  and  lightning. 

Feb.  23.  Lat.  17°  12'  N.;  long.  27°  08°  W.  Barometer,  30.00;  temperature  of  air,  70°.  W^inds: 
W.  S.  W.,  calm,  E.  N.  E.  - 

Feb.  24.  Lat.  14°  27'  N. ;  long.  27°  13'  W.  Barometer,  30.00 ;  temperature  of  air,  70°.  Winds:  E., 
E.  N.  E.,  E.  N.  E.    All  sail  set. 

Feb.  25.  Lat.  11°  57'  N.;  long.  27°  13'  W.  Barometer,  30.00.  Winds:  E.,  E.  N.  E.,  E.  N.  E.  All 
sail  set. 


454  TIIK   WIND   AND   CURRENT   CHARTS. 

Feb.  26.  Lat.  10°  05'  K;  long.  26°  40'  W.  Barometer,  30.00.  Wind:  N.  E. ;  J  knot  per  Lour, 
easterly  current. 

Feb.  27.  Lat.  8°  51'  N.;  long.  26°  40'  W.  Barometer,  30.00;  temperature  of  air,  72°.  Winds:  N. 
by  E.,  N.  by  E.,  N.  E.     A  slight  easterly  current ;  winds  very  light. 

Feb.  28.  Lat.  7°  03'  N.;  long.  26°  40' W.  Barometer,  30.00;  temperature  of  air,  7a°.  Winds: 
N.  N.  E.,  N.  N.  E.,  N.  E.     Light  breezes,  and  cloudy. 

March  1.  Lat.  4°  30'  N".;  long.  26°  40'  W.  Current,  J  of  a  knot,  east.  Barometer,  80.00; 
temperature  of  air,  80°.    Wind :  N.  N.  E.     Weather  cloudy. 

March  2.  Lat.  3°  20'  N. ;  long.  26°  30'  W.  Barometer,  30.00 ;  temperature  of  air,  80°.  Winds  :  N., 
N.  N.  W.,  S.  W.     Weather  changeable. 

March  3.  Lat.  2°  04' N. ;  long.  26°  30'  W.  Barometer,  30.00;  temperature  of  air,  80°.  Winds: 
N.  W.,  N.,  S.  E.    Eain. 

March  4.  Lat.  1°  06'  N.;  long.  26°  31'  W.  Barometer,  30.00;  temperature  of  air,  80°.  Winds:  N"., 
calm,  S.  E.     Heavy  looking  squalls,  but  unattended  with  wind,  and  much  rain. 

March  5.  Lat.  00°  55'  S. ;  long.  28°  22'  W.  Barometer,  30.00 ;  temperature  of  air,  81°.  Winds :  S. 
S.  E.,  S.,  S.  S.  E.     Pleasant  weather. 

March  6.  Lat.  3°  20'  S.;  long.  30°  00'  W.  Current  -J  knot  per  hour,  W.  Barometer,  30.00 ;  tem- 
perature of  air,  82°.     Wind :  S.  S.  E. 

March  7.  Lat.  5°  27'  S. ;  long.  31°  34'  W.  Current  same  as  yesterday.  Barometer,  30.00;  tempera- 
ture of  air,  82°.     Winds :  S.  S.  E.,  S.  E.,  S.  E.     Light  airs. 

March  8.  Lat.  7°  01'  S.;  long.  31°  50'  W.  Barometer,  29.9;  temperature  of  air,  82°.  Winds:  S.  E., 
E.,  E.     Pleasant ;  all  sail. 

Golden  Racer  (B.  M.  Melcher),  Boston  to  San  Francisco,  22  days  out. 

Feb.  21,  1853.  Lat.  19°  17'  N. ;  long.  30°  48'  W.  Barometer,  30.00 ;  temperature  of  air,  75° ;  of  water, 
74°.    Winds:  W.,  W.  N.  W.,  N.  AV.     Light  airs,  and  hazy. 

Feb.  22.  Lat.  18°  20'  N. ;  long.  30°  11'  W.  Barometer,  30.00 ;  temperature  of  air,  73°  ;  of  water,  73°. 
Winds :  variable  and  calm  ;  S.  E.  to  S.  W.,  W.,  S.  "W.  First,  light  and  variable  ;  middle,  heavy  thunder, 
lightning,  and  rain.     Ends  light  airs,  and  fine  weather. 

Feb.  23.  Lat.  17°  27'  N.;  long.  30°  17'  W.  Barometer,  30.10 ;  temperature  of  air,  76°  ;  of  water, 
74°.     Winds:  W.  S.  W.,  calm,  S.  E.     First  and  latter  pai-ts,  light  airs;  middle  calm. 

Feb.  24.  Lat.  15°  15'  N. ;  long.  30°  45'  W.  Barometer,  30.10  ;  temperature  of  air,  80°  ;  of  water, 
74°     Winds:  S.  E.,  S.  E.j'S.  S.  E.     Light  breezes,  and  pleasant  weather. 

Feb.  25.  Lat.  13°  25'  N. ;  long.  31°  11'  W.  Barometer,  30.10  ;  temperature  of  air,  81°  ;  of  water, 
75°.     Winds :  S.  E.,  S.  E.,  by  S.,  N.  E.     First  and  middle,  light  airs.     Ends  with  moderate  breezes. 

Feb.  26.  Lat.  11°  29'  N. ;  long.  31°  03'  W.  Barometer,  30.10;  temperature  of  air,  80°;  of  water, 
75°.     Winds :  N.  E.,  to  E.,  S.  E.,  S!  E.  by  E.,  E.  S.  E.     Light  breezes,  with  calms. 


ROUTES   TO   KIO,    KTC.  455 

Feb.  27.  Lat.  9°  13'  N. ;  long.  30°  28'  W.  "Barometer,  30.10;  temperature  of  air,  83°;  of  water, 
78°.     Winds  :  K.  S.  E.,  E.  by  S.,  E.  by  S.     l^iglit  breezes,  and  pleasant  weather. 

Feb.  28.  Lat.  G°  -il'  N.;  long.  29°  21'  W.  Barometer,  30.10;  temperature  of  air,  81°;  of  water, 
78°.     Winds:  E.  by  S.,  E.,  E.     Moderate  breezes,  and  plca.sant. 

Mareli  1.  Lat.  4°  57'  N. ;  long.  28°  59'  W.  Barometer,  30.00;  temperature  of  air,  7G° ;  of 
water,  77°.  Winds :  E.,  E.  to  S.  W.,  S.  W.  to  N.  First,  moderate  breezes  ;  middle,  heavy  rain  squalls. 
Ends  variable. 

March  2.  Lat.  3°  35'  N.;  long.  29°  11'  W.  Barometer,  30.00;  temperature  of  air,  82°;  of  water, 
81°.  Winds:  N.  toS.  E. ;  calm,  W.  Commences  with  fresh  variable  breezes;  middle  calm.  Ends  with 
licrht  airs. 

March  3.  Lat.  2°  19'  N.;  long.  29°  15'  W.  Barometer,  30.10;  temperature  of  air,  88°;  of  water, 
82°.     Winds:  variable;  light  variable  air.s,  with  rain  squalls. 

March!.  Lat.  0°  01'  N.;  long.  29°  55'  W.  Barometer,  30.10;  temperature  of  air,  77°;  of  water, 
81°.     Winds:  E.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S.     Moderate  breezes,  with  rain  squalls. 

March  5.  Lat.  2°  37'  S. ;  long.  31°  15'  W.  Barometer,  30.10  ;  temperature  of  air,  G3° ;  of  water, 
81°.     Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S.     Jloderate  breezes,  with  light  rain  showers. 

March  6.  Lat.  5°  17'  S. ;  long.  32°  45'  W.  Barometer,  30.20;  temperature  of  air,  84°;  of  water, 
81°.  Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  E.  by  S.  First  and  middle  parts  fresh  breezes ;  latter  moderate. 
Passed  8  miles  west  of  Fernando  de  Noronha. 

Ship  Sea  Serpent  (Howland),  New  York  for  San  Francisco,  eleven  days  out. 

Feb.  23,  1853.  Lat.  22°  44'  N. ;  long.  41°  24'  W.  Barometer,  29.70 ;  temperature  of  air,  72  ;  of  water, 
72°.  Winds :  S.  W.,  S.  W.  by  S.,  S.  W.  by  S.  Moderate  and  pleasant ;  brisk  and  squally  ;  latter,  steady 
breezes,  with  fine  weather. 

Feb.  24.     Lat.  19°  25'  N. ;  long.  39°  26'  W.     Barometer,  29.70 ;  temperature  of  air,  72° ;  of  water, 

72°.     Winds:  S.  W.,  N.  W.,  X.N.  W.     Brisk  and  fine  weather;  middle,  some  rain;   latter,  moderate  and 
fine  weather. 

Feb.  25.  Lat.  18°  7'  N.;  long.  38°  57'  W.  Barometer,  29.80  ;  temperature  of  air,  75°  ;  of  water,  76°. 
Winds :  N.  N.  W.,  W.  N.  W.,  N.  W.     Light  breezes,  and  fine  weather. 

Feb.  26.  Lat.  10°  b(S'  N. ;  long.  37°  49'  W.  Barometer,  29.80 ;  temperature  of  air,  72° ;  of  w^ater,  74°. 
Winds :  N.  N.  W.,  North,  and  N.  N.  E.     Light  breezes,  and  fine  weather. 

Feb.  27.  Lat.  14°  29'  N. ;  long.  36°  30'  W.  Barometer,  29.90 ;  temperature  of  air,  73° ;  of  Avater,  74°. 
Winds :  North,  N.  E.,  E.  N.  E.  Light  breezes,  and  fine  w-eather.  At  6  P.  M.  took  the  N.  E.  trades.  Lat.  15°. 
N. ;  long.  36°  13'  W. 

Feb.  28.  Lat.  11°  33'  N. ;  long.  34°  45'  W.  Barometer,  29.80  ;  temperature  of  air,  75° ;  of  water, 
75°.     Wind :  E.  N.  E.     Moderate,  unsteady  breezes,  with  fine  weather. 

March  1.  Lat.  8°  15'  N. ;  long.  32°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  77° ;  of  water,  80°. 
Winds:  E.  N.  E.,  E.  N.  E.,  N.  E.  by  E.     Moderate,  unsteady  breezes,  and  squally ;  ends  pleasant. 


456 


TUE  WIND  AND  CUKRENT  CUARTS. 


Marcli  2.  Lat.  5°  19'  N. ;  long.  30°  57'  W.  Barometer,  29.75  ;  temperature  of  air,  79°  ;  of  water,  80°. 
"Winds :  E.  N.  E.,  E.  N.  E.,  E.  by  N.     Moderate,  unsteady  breezes,  and  fine  weather. 

Marcli  3.  Lat.  2°  52'  N. ;  long.  30°  04'  W.  Barometer,  29.75 ;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds:  E.  by  N.,  cast,  E.  by  N.  Commences  moderate  and  pleasant;  middle,  ligUt  and  squally;  latter, 
pleasant. 

Mareli  i.  Lat.  0°  05'  S. ;  long.  30°  23'  W.  Barometer,  29.75 ;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds:  East,  E.  S.  E.,  S.  S.  E.  to  E.  by  S.  Moderate  and  unsteady;  some  rain;  middle,  variable  and 
unsteady;  ends  pleasant.     At  11  A.  M.  crossed  the  equator,  in  19  days  IG  hours. 

March  5.  Lat.  2°  57'  S. ;  long.  31°  21'  AY.  Barometer,  29.80  ;  temperature  of  air,  83°  ;  of  water,  81°. 
Winds  :  S.  E.,  S.  E.  by  S.,  S.  E.  First,  heavy  clouds  from  S.  E. ;  moderate  breeze  ;  middle,  squally,  with  rain; 
ends  pleasant,  with  a  moderate  breeze. 

March.  G.  Lat.  G°  14'  S. ;  long.  33°  12'  W.  Barometer,  29.80 ;  temperature  of  air,  82° ;  of  water,  82°  ; 
Water  (18  feet  below  surface)  81°.  Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  Moderate  trade  and  fine  weather. 
At  7  r.  M.,  Fernando  de  Noronha  bore  west  eight  miles.     Ends  moderate,  fine  weather. 

New  York  to  Bio. — MARCH. 


DISTANCES. 

WINDS;  PER  CENT. 

Lon 

gitude. 

Course. 

Total 

Latitude. 

SLANT 

J  FROM 

No.  ob- 

True. 

I'cr  cent. 

Average. 

Head. 

Fair. 

Calms. 

.serva- 

tions. 

N'd  or  S-d. 

S'd  or  Wd. 

From 

40°  27'  N. 

74° 

00'  to 

39     11 

70 

00 

E.S.E. 

199 

9.6 

218 

2.2 

w  10.7 

7.5 

79.7 

2.0 

448 

37     43 

65 

00 

E.S.E. 

256 

7.0 

274 

l'4 

7.8 

7.0 

83.9 

2.0 

353 

36     03 

60 

00 

E.S.E. 

261 

6.7 

278 

2.4 

6.G 

3.0 

88.0 

6.7 

181 

36     03 

55 

00  cZ 

E. 

243 

6.5 

259 

2.1 

6.3 

4.9 

86.7 

4.7 

142 

35     00 

53 

43 

S.E. 

89 

6.1 

94 

0.9 

1.8 

10  14.4 

82.9 

4.2 

113 

31     53 

50 

00 

S.E. 

265 

12.6 

298 

6.0 

4.5 

3.0 

86.5 

0.0 

65 

30     05 

45 

00  f? 

E.S.E. 

284 

12.2 

318 

5.1 

6.8 

G.8 

81.3 

0.0 

60 

25     00 

45 

00 

S. 

305 

8'8 

331 

0.0 

w  15.5 

12.4 

72.1 

8.6 

32 

20     23 

40 

00 

S.E. 

399 

10.5 

441 

0.0 

w  22.5 

15.0 

62.5 

0.0 

40 

20     00 

39 

35 

S.  E. 

33 

4.5 

34 

0.0 

6.0 

to  12.0 

82.0 

2.0 

45 

15     36 

35 

00 

S.  E. 

370 

3.7 

484 

0.0 

u-  14.8 

0.0 

85.2 

0.0 

27 

15     00 

34 

23  c^ 

S.  E. 

51 

10.1 

56 

3.6 

7.2 

7.2 

82.0 

0.0 

56 

10     00 

32 

16 

S.  S.  E. 

324 

1.0 

327 

0.0 

w    5.1 

0.0 

94.9 

0.0 

60 

5     00 

30 

10  fZ 

S.  S.  E. 

324 

9.8 

355 

3.9 

tv  11.7 

1.3 

83.1 

3.7 

78 

Equator 

30 

10  c/ 

S. 

300 

3.0 

309 

1.4 

u-    2.8 

0.0 

95.8 

2.0 

143 

1     00  S. 

30 

35 

S.  S.  W. 

65 

2.1 

66 

0.0 

IV    lA 

0.0 

92.6 

4.8 

299 

1     25 

31 

00 

S.W. 

35 

4.0 

37 

0.0 

IV  13.4 

0.0 

S6.G 

0.0 

15 

3     00 

31 

40 

S.S.W. 

103 

0.0 

103 

0.0 

0.0 

0.0 

100.0 

0.0 

6 

3     48 

32 

00 

S.  S.  W. 

52 

8.8 

56 

0.0 

IV  22.2 

0.0 

77.8 

0.0 

9 

5     00 

32 

30 

S.S.AV. 

78 

0.0 

78 

0.0 

0.0 

0.0 

100.0 

0.0 

10 

6     12 

33 

00 

S.  S.  W. 

78 

0.0 

78 

0.0 

0.0 

0.0 

100.0 

0.0 

15 

7     00 

33 

20 

S.  S.  w. 

52 

0.0 

52 

0.0 

0.0 

0.0 

100.0 

40.0 

25 

8     36 

34 

00 

S.S.W. 

104 

4.5 

109 

0.0 

w  14.0 

0.0 

8(i.0 

0.0 

49 

9     00 

34 

10 

s.  s.  w. 

26 

3.2 

27 

0.0 

tv    9.8 

0.0 

90.2 

0.0 

82 

KOUTKS   TO    KIO,    ETC.  457 

Shortest  distance  to  the  equator  by  this  route,  3,703  miles.  Average  distance  to  be  sailed  ou  account, 
of  adverse  winds,  3,976  miles. 

This  and  the  February  route  are  the  most  favorable.  After  crossing  5°  N.  if  you  can  lay  up  S.  S.  K. 
to  the  line,  do  so. 

Sfup  Golden  State  (L.  F.  Doty),  New  York  to  San  Francisco,  nineteen  days  out. 

Feb.  27,  1853.  Lat.  18°  1'  X. ;  long.  30°  oi'  W.  TemiDcratnre  of  air,  71" ;  of  water,  71°.  Winds:  S. 
by  W.,  North,  N.  E.     Small  breezes,  and  smooth  sea;  passing  clouds. 

Feb.  28.  Lat.  15°  25'  N.;  long.  29°  52'  W.  Temperature  of  air,  71°  ;  of  water,  70°.  Winds:  X.  K., 
N.  K  E.,  N.  E.     Light  breezes. 

March  1.  Lat.  12°  9'  K ;  long.  29°  32'  W.  Winds:  N.  E.,  E.  N.  E.,  E.  X.  E.  Moderate  trades,  and 
hazy ;  all  sad. 

March  2.  Lat.  9°  00'  X. ;  long.  28°  50'  W.  Temperature  of  air,  71°  ;  water,  70°.  Winds:  X.  E.,  N. 
E.  by  E.,  X.  E.  by  E.     Fine  trades,  and  haz3^ 

March  3.  Lat.  5°  G'  X.;  long.  27°  52'  W.  Temperature  of  air,  71°;  of  water,  70°.  Winds:  X.  E. 
Brisk  trades,  and  fine  weather. 

March!.  Lat.  2°  5(3' X.;  long.  27  °3'  W.  Temperature  of  air,  71°;  of  water,—.  Winds:  east, 
east,  E.  S.  E.     Moderate  and  hazy. 

]Srarch  5.  Lat.  1°  13'  X. ;  long.  28°  1'  W.  Temperature  of  air,  76°  ;  of  water,  70°.  Winds:  S.  E.  by 
S.     Light  breezes  and  clear. 

iNIarch  C.     Lat.  0°  46'  S. ;  long.  28°  50'  W.    Winds:  S.  E.  by  S.,  S.  E.,  S.  E.    Light  airs,  and  pleasant. 

March  7.  Lat.  2°  28'  S.;  long.  29°  51'  W.  Temperature  of  air,  77°;  of  water,  70°.  Wind:  S.  E. 
Moderate  breezes,  and  clear. 

March  8.  Lat.  3°  36'  S.;  long.  30°  15'  V\'.  Temperature  of  air,  79;  of  water,  70°.  AVind:  S.  E. 
Small  breezes  and  clear. 

March  9.  Lat.  5°  35'  S.;  long.  31°  20'  W.  Temperature  of  air,  7SI° ;  of  water,  70°.  Wind:  S.  E. 
Light  trades,  and  clear  weather. 

Ship  Paragon  (Samuel  Duncan),  New  York  to  San  Francisco,  twenty  days  out. 

Feb.  28,  1853.  Lat.  18°  20'  X. ;  long.  30°  18'  W.  Barometer,  30 ;  temperature  of  air,  72° ;  of  water, 
71°.     Winds:  X. X.  E.,  X.  E.,  X.  E.     Fresh  breezes ;  trades,  beyond  a  doubt. 

Alareh  1.  Lat.  11°  51'  X. ;  long.  29°  13'  W.  Barometer,  30 ;  temperature  of  air,  73°  ;  of  water,  75°  ; 
Winds :  X.  E.,  E.  X.  E.,  X.  E.  by  E.  Fresh  breezes ;  passed  through  strong  tide  rips,  but  experienced  no 
currents. 

March  2.     Lat.  12°  11'  X. ;  long.  28°  27'  W.     Temperature  of  air,  75°  ;  of  water,  77°.     Winds:  N.  E. 
by  E.,  E.  X.  E.,  E.  X.  E.     Comes  in  fresh ;  ends  good  breeze,  light  showers. 
58 


458  THE   WIND   AND   CUBRENT   CHARTS. 

March  3.  Lat.  8°  30'  N. ;  long.  27°  33'  W.  Barometer,  29.90 ;  temperature  of  air,  78° ;  of  Avater, 
80°.  Winds:  N.E.,  E.,  E.  N.E.  Commences  with  good  breezes  and  light  showers  of  rain;  ends  fresh, 
with  heavy  appearances  in  the  S.  E. 

March  4.  Lat.  5°  7'  N. ;  long.  26°  49'  AV.  Var.  obs.  12°.  Barometer,  29.9  ;  temperature  of  air, 
80°;  of  watoi-,  Sl°-  Winds:  E.  N.  E.,  E.  N.  E.,  E.N.  E.  Comes  in  fresh,  thick  and  hazy  weather  ;  ends 
moderate  and  fine. 

March  o.  Lat.  3°  N.;  long.  (D.  E.)  20°  59'  W.  Barometer,  29.90;  temperature  of  air,  80°;  water, 
83°.  AVinds:  E.  N.  E.,  S.  E.,  E.  S.  E.  Commences  moderate;  blaclc  and  heavy  in  the  S.  E. ;  middle  and 
latter  light  and  unsteaily  with  rain. 

March  0.  Lat.  1°  38'  N. ;  long.  27°  IG'  ^Y.  Barometer,  29.9  ;  temperature  of  air,  82°  ;  of  water,  84°. 
Winds  :   N.  E.,  N.  E.,  S.  E.     First  and  middle  parts  light  and  baffling,  with  rain. 

March  7.  Lat.  34'  N. ;  long.  27°  31'  W.  Barometer,  29.90 ;  temperature  of  air,  84°  ;  of  water,  85°. 
AVinds  :  S.  E.,  E.,  N.  E.     Light  and  bafQiug,  and  occasionally  calm. 

March  8.  Long.  27°  50'  W.  Current,  |-  of  a  mile  per  hour,  S.  AV.  Barometer,  29. GO;  temperature  of 
air,  85°;  of  water,  So°.  AA^inds:  E.  N.  E.,  calm,  E.  Commences  light;  middle  part,  calm;  latter,  very  light. 
At  noon  on  the  equator,  in  long.  27°  50'  AV. 

March  9.  Lat.  1°  10'  S.;  long.  27°  50'  AA".  A^ar.  obs.  10°.  Barometer,  29.90;  temperature  of  air, 
86°  ;  of  water,  85°.     AVinds :   E.  N.  E.,  E.,  E.     A  light  breeze  ;  clouds  have  very  little  motion. 

March  10.  Lat.  2°  52'  S. ;  long.  29°  28'  AV.  A^ar.  obs.  7°.  Barometer,  29.80;  temperature  of  air, 
82°;  of  water,  84°.     AVinds:   S.  by  E.,  S.  by  E.,  S.  by  E.     Brisk  breezes  and  tine  weather. 

March  11.  Lat.  4°  55'  S.;  long.  30°  26'  AA^  Barometer,  29.80;  temperature  of  air,  83°;  of  water, 
83°.     AVinds  :   S.  by  E.,  S.  S.  E.,  S.  E.     Brislc  breezes  ;  passed  under  the  sun. 

Shij)  Swonl-Fish  (C.  Collins),  New  York  for  San  Francisco,  fifteen  days  out. 

Feb.  27, 1853.  Lat.  22°  54'  N.;  long.  36°  30'  AV.  Barometer,  30.00;  temperature  of  air,  72°  ;  of  water,* 
71^°;  of  water,  70°.  AVinds:  N.,  N.  N.  E.,  N.  E.;  light  winds  and  clear  weather.  I  think  we  now  have 
what  are  called  trade-winds. 

Feb.  28.  Lat.  19°  32'  N.;  long.  35°  40'  W.  Current,  J  miles  per  hour,  to  the  westward.  Barometer, 
30.00 ;  temperature  of  air,  75°  ;  of  water,  74°  ;  of  water,  69°.  Winds :  E.  N.  E.,  E.,  E.  to  E.  S.  E. ;  light 
airs;  middle  part,  good  breeze;  latter  part,  culm,  witli  light  pulls.     Aneroid  barometer,  29.56. 

March  1.  Lat.  16°  03'  N. ;  long.  34°  28'  W.  Barometer,  29.80;  temperature  of  air,  75°;  of  water, 
73°  ;  of  water,  701°.  AVinds  :  E.  N.  E.,  E.  by  S.,  E.  by  S. ;  good  breezes  tliroughout ;  latter  part,  wind  comes 
iu  puffs;  the  barometer  has  been,  during  these  24  hours,  as  low  as  29.62  ;  wind  inclined  southerly  ;  Ane- 
roid barometer,  29.78. 

March  2.     Lat.  12^  21'  N. ;  long.  33°  12'  W.     Current,  29  miles,  AV.  by  S.  during  the  last  two  days. 


Surface. 


ROUTES   TO    lUO,    KTC.  459 

Barometer,  29.70:  tcniperaturc  of  air,  74°;  of  water,  74°;  of  water,  71°.     AVimls:  Iv  S.  Iv,  1-].  S.  E.,  S.  E. 
by  v..  I  Iv  ;  fiiu',  clear  weallier;  the  sliip  lia.s  been  elo.so-liauled — lof^  distance  run  240  miles. 

^[arrli  3.  Lat.  8°  2.")' N. ;  long.  31°  35'  \V^.  Current,  J,  mile  jier  hour,  to  S.  and  W.  Barometer, 
29.75;  temperature  of  air,  74°  ;  of  water,  78°;  of  water,  74°.  Wiuil:  E.  S.  E.  tliroughout ;  tlirougliout 
fine  breezes — cannot  say  trades — I  have  been  too  often  IniruViULr'-red  ;  sliip  by  the  wind  ;  log  dist.  run  2()i) 
miles. 

March  4.  Lat.  4°  37'  N. ;  long.  29°  50'  ^Y.  Current,  1  mile  i^er  hour,  W.  by  N.  Barometer,  29.00 ; 
temperature  of  air,  80°;  of  water,  80°;  of  water,  77°.  \Vinds:  K.  S.  ]'].,  K.  by  S.,  ]'].  by  S. ;  good  wind; 
clear  weather. 

March  5.  Lat.  2°  55' N. ;  long.  29°  23'  W.  Current,  1 J  miles  per  hour,  W.  Barometer,  29.70  ; 
temperature  of  air,  78°;  of  water,  80°;  of  water,  70°.  Winds:  calm;  calm  E.  to  S.  W. ;  calms,  and  light 
airs  throughout;  very  heavy  looking  squalls,  all  on  the  horizon;  v'ery  little  wind  in  them,  but  a  great 
quantity  of  water. 

March  6.  Lat.  1°  48'  N. ;  long.  29°  00'  W.  Current,  2  miles  per  hour,  ^Y.  by  X.  Barometer,  29.80  ; 
temperature  of  air,  80°  ;  of  water,  80°  ;  of  water,  80.  Winds  :  calm,  E.  S.  E.,  calm,  and  !•">.  S.  E. ;  light  airs 
and  calms  ;  very  heavy  showers  of  rain  ;  weather,  during  the  last  four  days,  very  warm  and  close ;  passed, 
through  a  tide  rip  setting  W.  by  N. 

March  7.  Lat.  0°  18'  K;  long.  20°  8'  W.  Current,  1  mile  per  hour,  W.  S.  W.  Barometer,  29.70; 
temperature  of  air,  79°  ;  of  water,  79°  ;  do.  79°.  Winds :  calm,  baflling,  calm,  and  east.  Throughout,  calms 
and  light  airs;  very  warm  and  sultry  ;  several  vessels  iu  sight.  At  10  P.M.  passed  Island  St.  Paul's,  dis- 
tant 4  miles. 

March  8.  Lat.  1°  00'  S. ;  long.  29°  0'  W.  No  current.  Barometer,  29,75  ;  temperature  of  air,  80°  ;  of 
water,  80°  ;  do.  79°.  Winds:  calm,  calm,  S.  E.  by  E.  Another  day  of  light  airs  and  calms.  At  8  P.  ^M.,  on 
the  equator,  log  distance  run  to  the  line  4,135  miles  in  22  daijs.  You  will  see  b}'  this  abstract  that  your  route 
was  followed  to  the  letter,  and  has  proved  satisfactory  after  so  many  hard  pulls  and  drawbacks  as  I  have  had 
while  running  to  Ilio  de  Janeiro.  I  should  evidently  have  been  on  the  line  Sunday  last,  had  the  breezes 
held  good,  but  my  luck  "calms,"  which,  I  am  sorry  to  say,  you  will  often  see  in  this  book. 

[A  model  track.  CoTnpare  it  with  the  track's  of  the  Golden  State  and  the  Paragon  (p.  457).  They 
crossed  the  parallel  of  18°  W.  in  about  31°,  the  one  29,  the  other  27  days  out.  The  Sword  Fish  crossed 
this  parallel  near  the  meridian  of  35°  W.,  10  days  out,  and  was  south  of  the  equator  0  days  afterwards, 
beating  the  former  several  days  again. 

I  would  recommend  vessels  in  coming  out  of  New  York  and  Boston,  to  stand  oil'  well  to  the  eastward 
when  the  winds  are  fair,  before  attempting  to  make  any  southing.  The  degrees  there  are  short,  and  by 
standing  as  far  as  60°  or  50°  before  crossing  the  parallel  of  40°,  you  have  a  better  chance  for  running  south 
across  the  Horn  latitudes. 

This  recommendation  applies  to  all  months,  but  only  when  the  winds  are  fair  for  easting.] 

March  9.     Lat.  2°  57'  S. ;  long.  29°  28'  W.     Current,  three-fourths  of  a  mile  per  hour,  W.  by  S.     Baro- 


460  THK    WIXI)    AND    CURRENT    CHARTS. 

meter,  29.70;  temperature  of  air,  81°;  of  Avater,  81°;  do.  79°.     Winds:  calm  and  east,  calm,  S.  E.  by  S. 
Fine  clear  weather,  light  aii's  and  calm. 

March  10.  Lat.  5°  39'  S. ;  long.  30°  13'  W.  Current,  half  mile  per  hour,  W.  Barometer,  29.72  ;  tem- 
perature of  air,  82°  ;  of  water,  82° ;  do.  82°.  Winds :  calm  and  S.  E.,  S.  E.  and  E.,  S.  E.  by  S.  Very  light 
trades;  fine  weather;  had  main-topsail  in  three  hours  to  fix  the  masthead. 

Ship  Sirocco  (J.  L.  Sanford),  New  Yoric  to  San  Francisco,  seventeen  days  out. 

March  5,  1853.  Lat.  22°  09'  N. ;  long.  34°  00'  W.  Barometer,  30.60.  Winds  :  E.,  E.,  and  E.  N  E. 
Fresh  breezes  and  squally  weather. 

March  G.  Lat.  18°  2G'  N.;  long.  32°  30'  W.  Barometer,  30.40.  Winds  :  E.  by  S.,  E.  by  N.,  and  E. 
Commence  with  fresh  breezes  and  i)leasant  weather.     Latter  srpially  and  hazy. 

March  7.  Lat.  11°  -10'  N. ;  long.  31°  OO'  W.  Barometer,  30.20.  AVinds  :  E.  N.  y..,  E.  by  N.,  and  E.  N.  E. 
Strong  breezes  and  squally,  with  rain.     Ends  clear,  with  fine  breezes. 

March  8.  Lat.  11°  03'  N. ;  long.  30°  00'  W.  Barometer,  30.20.  Winds :  E.  N.  E.,  E.  N.  E.,  and  N.  E. 
Pleasant  breezes,  with  clear  plea.sant  weathei-. 

March  9.  Lat.  7°  49'  N. ;  long.  28°  54'  W.  Barometer,  30.10.  Winds :  E.  N.  E.,  E.  N.  E.,  and  N.  E. 
liight  breezes,  with  hazy  weather  and  light  rain. 

I^Larch  10.  Lat.  4°  26'  N. ;  long.  28°  00'  W.  Barometer,  30.20.  Winds :  E.  K  E.,  E.,  and  N.  E.  Plea- 
sant breezes  and  hazy  weather. 

March  11.  Lat.  2°  00'  N. ;  long.  28°  00'  W.  Barometer,  30.30.  AYinds  :  E.  N.  E.,  S.  ^Y.,  and  N.  AY. 
Fine  breezes  and  clear.  At  dark,  much  lightning.  Middle  part  squally  with  rain  ;  latter  part,  light  airs 
and  calms. 

March  12.  Lat.  0°  10'  N. ;  long.  28°  05'  W.  Barometer,  30.30.  AYinds:  E.  N.  E.,  variable,  and  N. 
Light  breezes  and  occasionally  calm.     Twenty-five  days  from  New  York  to  the  line. 

March  13.  Lat.  0°  32' S. ;  long.  28°  10' AA^  Barometer,  30.30.  AYinds:  north,  calm,  and  squally. 
Light  airs  and  fine  weather.     Ends  calm  and  squally. 

March  14.  Lat.  0°  56'  S. ;  long.  28°  20'  W.  Barometer,  30.20  ;  temperature  of  air,  80°  ;  of  water,  81°. 
AVinds  :  calm,  S.  AY.,  and  calm.  Light  variable  airs  and  calm.  I  find  very  little  change  in  the  barometer; 
weather  clear  and  squally. 

March  15.  Lat.  0°  54'  S. ;  long.  28°  10'  AY.  Barometer,  30.20.  Current,  west,  12  miles.  Temperature 
of  air,  79°  ;  of  water,  80°.     Light  airs,  and  calm  from  the  S.  AY. 

March  16.  Lat.  1°  10'  S.;  long.  28°  20'  W.  Barometer,  30.10.  Current,  AY.  S.  W.,  12  miles.  Tem- 
perature of  air,  79°  ;  of  water,  81°.     Calm  and  squally  ;  rain  all  around  the  compass. 

March  17.  Lat.  2°  20'  S. ;  long.  28°  45'  W.  Barometer,  30.10 ;  temperature  of  air,  80°  ;  of  water,  81°. 
A^ery  light  airs  from  the  N.  E.  and  N.  AY.  ' 

March  18.  Lat.  3°  44'  S. ;  long.  29°  15'  AY.  Barometer,  30.00  ;  temperature  of  air,  79°  ;  of  water,  81°. 
AA^inds:  calm,  E.  S.  E.,  and  S.  E.     First  part  calm  :  middle  and  latter  parts  squally. 


ROUTES   TO    KIO,    KTC.  461 

^farclilO.  Lat.  5°59'S. ;  long.  30°  30' W.  Barometer,  30.10 ;  temperature  of  air,  79°  ;  of  water,  81°. 
Winds:  S.  E.,  S.  H.,  and  S.  S.  Iv     Liglit  lireczcs  and  elear  weather;  middle  part  .s(pially. 

Ship  yeio  York  (David  C.  Baxter),  New  York  to  San  Franeiseo,  fifteen  days  out. 

March  7,  ISoS.  ].at.  20°  38'  N. ;  long. -10°  29'  W.  Barometer,  29.09 ;  temperature  of  air,  74° ; 
of  water,  73°.  Winds:  E.  by  N.,  E.  b\'  N.,  E.  by  X.;  strong  trades  and  .sipially,  heading  up  S.  E.  and 
olV  S. 

ilareh.  8.  Lat.  18°  29'  N. ;  long.  39°  W.  Barometer,  29.(»7  ;  temperature  of  air,  74°  ;  of  water,  74°. 
Winds:  E.  by  X.,  P].  to  E.  by  N.,  E.  by  N.  ^  X.;  strong  trades,  sqnally. 

:Mareh  9.  Lat.  10°  44'  X. ;  long.  37°  W.  Barometer,  20.07  :  temperature  of  air,  74°  ;  of  water,  74°. 
Winds  :  E.  X.  E.,  ]■].  X.  E.,  E.X.  E.;  strong  trades,  with  some  hard  squalls. 

March  10.  Lat.  14°  19'  X. ;  long.  34°  50'  W.  Barometer,  29.07 ;  temperature  of  air,  7(3° ;  of  water, 
76°.     Winds :  E.  X.  E.,  E.  N.  E.,  E. ;  fine  breezes  ^\•ithout  squalls ;  smooth  sea. 

March  11.  Lat.  11°  36'  X^.;  long.  33°  25'  W.  Barometer,  29.07 ;  temperature  of  air,  78°  ;  of  water, 
78°.     Winds:  E.,  E.  by  X.,  E.  J  X. ;  first  part,  moderate;  middle  sqnally;  latter  bri.sk. 

March  12.  Lat.  9°  41'  X". ;  long.  31°  30'  W.  Barometer,  29.07 ;  temperature  of  air,  80°  ;  of  water, 
78°.     Winds :  E.  by  X.,  E.  by  X.,  E.  by.  X.  J  X. ;  same  as  yesterday. 

March  13.  Lat.  7°  17'  X^.;  long.  29°  12'  W.  Barometer,  29.06;  temperature  of  air,  82°;  of  water, 
80°.     Winds :  E.  X.  E.,  E.  X.  E.,  E.  X^.  E. ;  moderate  trades. 

March  14.  Lat.  4°  50'  X^. ;  long.  28°  30'  W.  Barometer,  29.06  ;  temperature  of  air,  82°  ;  of  water, 
81°.     Winds:  E.  X.  E.,  E.,  X^.  by  E. ;  commences  moderate;  middle  part  light;  ends  nearly  calm. 

March  15.  Lat.  2°  30'  X. ;  long.  28°  30'  W.  Barometer,  29.06  ;  temperature  of  air,  82°  ;  of  water, 
82°.  Winds:  X.  by  E.,  X.  by  E.,  X.  E.;  first  part,  very  light  airs;  middle  increasing;  ends  with  a  good 
breeze. 

March  16.  Lat.  0°  58'  X".;  long.  28°  25'  W.  Barometer,  29.06;  temperature  of  air,  82°;  of  water, 
82°.  Winds:  X.  X.  E.,  X.  E.,  N.  N.  E. ;  commences  a  moderate  X.  E.  wind;  from  6  to  10  V.  M.,  baffling 
from  E.  to  W.,  and  raining  in  torrents;  middle  part,  light  air  from  I*].  X.  E. ;  ends  with  light  breeze. 

March  17.  Lat.  0°  22'  S.;  long.  28°  35'  AY.  Barometer,  29.00;  temperature  of  air,  84°  ;  of  water, 
83°.     Y'inds  :  X.  X.  E.,  X.  X.  E.,  X. ;  first  and  middle  parts,  a  light  air ;  ends  with  gentle  breezes :  no  rain. 

March  18.  Lat.  1°  48'  S.;  long.  28°  45'  W.  Barometer,  29.05;  temperature  of  air,  84°;  of  water, 
82°.     Winds:  X.,  E.  X'".  E.,  S.  E.  by  S. ;  light  breezes;  at  times  nearly  calm;  some  rain. 

March  19.  Lat.  3°  57'  S.;  long.  29°  45'  W.  Barometer,  29.05;  temperature  of  air,  82°;  of  water, 
82°.  AYinds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S. ;  commences  a  light  breeze ;  latter  part,  squalls  of  wind, 
and  rain. 

March  20.  Lat.  5°  37'  S. ;  long.  30°  40'  W.  Barometer,  29.06 ;  temperature  of  air,  83° ;  of  water, 
82°.  AVinds:  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S.;  squally;  wind  veering  from  S.  S.  E.  and  S.,  to  S.  E. 
bv  E. 


462  THE  WIND  AND  CURRENT  CHARTS. 

Shij}  St.  Lawrence  (Robertson),  New  York  to  San  Francisco,  twenty-eight  days  out. 

March  8,  1853.  Lat.  19°  01'  N.;  long.  27°  ;30'  W.  Winds:  N.  E.,  N.  E.,  E.  N.  E.;  first  part,  fresh 
trades ;  middle,  signally ;  latter,  more  steady. 

[She  goes  the  old  route.  The  New  York  (p.  1:61),  is  going  along  the  new  route  at  the  same  time;  the 
former  crossing  the  parallel  of  19°  N.  the  sixteenth  day  ;  the  latter,  the  twenty-eighth;  and  thence  to  the 
line,  the  passage  is  the  same.] 

March  9.     Lat.  16°  00'  N.;  long.  28°  15'  W.    ^Yinds:  E.  N.  E.,  E.  N.  E.,  N.  E. ;  fresh  trades  throughout. 

March  10.     Lat.  13°  21'  N.;  long.  28°  35'  W.     Wind:  N.  E.;  fresh  trades,  with  passing  squalls. 

IMarch  11.     Lat.  10°  -10'  N. ;  long.  28°  15'  W.     Wind :  N.  E. ;  passing  squalls. 

March  12.     Lat.  7°  28'  N.;  long.  28°  18'  ^Y.     Wind:  E.  N.  E.,  and  fine. 

ilarch  13.     Lat.  4°  35'  N. ;  long.  28°  00'  W.     Winds :  N.  E.,  N.  E.,  E.  N.  E. ;  fine  breezes. 

March  11.     Lat.  2°  45'  N. ;  long.  27°  52'  W.     Wind:  N.N.  E.  throughout,  and  fine. 

March  15.  Lat.  1°  20'  N. ;  long.  27°  55'  W.  Winds :  N.  N.  E.,  North,  N.  W.  to  S.  W.;  light  winds, 
with  squalls ;  baffling. 

March  16.  Lat.  00°  03'  N.;  long.  28°  00'  W.  Winds:  N.  N.  E.,  N.  N.  E.,  North;  squally,  baffling 
and  rainy. 

March  17.  Lat.  00°  12'  S. ;  long.  28°  05'  W.     Winds :  N.  E.,  N.  E.,  E.  N.  E. ;  light  and  pleasant. 

March  18.  Lat.  1°  -19'  S. ;  long.  28°  12'  W.  Winds:  East,  E.  S.  E.,  S.  E. ;  light  winds,  have  the  S.  E. 
trades. 

March  19.  Lat.  3°  10'  S. ;  long.  29°  00'  W.     Winds :  S.  E.,  S.  S.  E.,  S.  S.  E. ;  light  winds  and  pleasant. 

March  20.  Lat.  5°  20'  S. ;  long.  29°  00'  W.     Wind  :  S.  S.  E. ;  light  winds,  with  rain  squalls. 

March  21.  Lat.  7°  47'  S.;  long.  29°  40'  W.     Wind:  S.  E. ;  throughout  with  squalls  of  rain. 

Ship  Slatj-IIonral  (C.  F.  W.  Bchm),  New  York  to  San  Francisco,  si.\teen  days  out. 

March  13,  1853.  Lat.  17°  15'  N.;  long.  34°  2'  W.  Barometer,  30.05;  temperature  of  air,  72°;  of 
water,  72°.     Winds:  E.  S.  E.,  S.  E.  by  E.,  E.  S.  E.     Light  trades  and  fine  weather. 

March  14.  Lat.  14°  30'  N. ;  long.  33°  23'  \{.  Barometer,  30.00 ;  temperature  of  air,  72°  ;  of  water, 
73°.     Wind:  E.  S.  E.     Light  trades,  and  fine. 

March  15.  Lat.  10°  48'  N.;  long.  31°  58'  W.  Barometer,  30.00;  teiuperature  of  air,  74°;  of  water, 
76°.     Winds:  E.  S. E.,  E.  by  S.,  E.  by  S.     Light  trades  and  fine  weather. 

March  16.  Lat.  7°  10'  N.;  long.  30°  47'  AY.  Barometer,  29.96;  temperature  of  air,  77°;  of  water, 
78°.     Winds:  E.  by  S.,  E.  S.  E.,  east.     Light  trades.     Ends  with  squally  appearances  in  N.  E. 

March  17.  Lat.  3°  41'  N.;  long.  29°  45'  W.  Barometer,  29.95;  temperature  of  air,  79°;  of  water, 
80°.     Winds:  N.  E.,  E.  N.E.,  E.N.  E.     Light  trades  and  cloudy,  with  light  showers  during  the  night. 

March  18.  Lat.  0°  10'  N.;  long.  29°  27'  AY.  Barometer,  29.90;  temperature  of  air,  79°;  of  water, 
80°.  AYinds:  E.  N.  E.,  E.  N.  E.,  E.  S.  E.  Ends  with  fine  breeze  from  soiithward  and  eastward,  and  clearing 
up.     Perhaps  we  sliall  liavo  no  di>ldi-ums. 


ROUTES   TO    UIO,    ETC.  463 

]\rarcli  19.  Lat.  2°  24'  S.;  long.  o()°  41'  W.  (.'urrciit,  west,  Ij  knots  jior  hour.  Barometer,  20.90; 
temperature  of  air,  82°;  of  water,  82°.     Winds:  east,  variable,  S.  E.     Light  air.s,  with  occasional  showers. 

March  20.  4°  59'  S. ;  long.  32°  OS'  W.  Cui-rcnt,  S.  80°  W.,  1  knot.  Barometer,  29.9.J ;  temperature 
of  air,  78°;  of  water,  82°.     Winds:  S.  E.     Thunder  si^ualls. 

March  21.  Lat.  7°  17'  S.;  long.  33°  15'  W.  Current,  N.  l)y  W.,  J  knot.  Barometer,  29.95 ;  tempera- 
ture of  air,  78° ;  of  water,  82°.  AVinds:  S.  E.,  S.  K.  by  S.,  S.  E.  by  S.  Light  breeze  and  squally,  at  times 
almost  calm,  but  little  rain. 

Ship  Ilnmpton,  New  York  to  San  Francisco,  twenty -three  days  cnit. 

March  14.  Lat.  19°  4(5'  X.;  long.  33°  47'  W.  Barometer,  30.05;  temperature  of  air,  74°;  of  water, 
76°.     Winds:  E.,  E.,  E.     Steady  breezes  and  fine  weather. 

March  15.  Lat.  17°  37'  N.;  long.  32°  12'  W.  Barometer,  30.05;  temperature  of  air,  75°;  of  water, 
76°.     Winds :  E.,  E.,  and  E.  by  N.     Steady  breezes  and  fine  weather. 

:\[arch  16.  Lat.  15°  24'  X.;  long.  31°  06'  W.  Barometer,  30.05;  temperature  of  air,  75°;  of  water, 
76°.     Winds:  E.  by  N.,  E.,  and  E.  by  X.     Stead\-  breezes  and  fine  weather. 

March  17.  Lat.  12°  44'  X. ;  long.  29°  56'  W.  Barometer,  30.05 ;  temperature  of  air,  74° ;  of  water, 
76°.     Wind:  E.  by  X.  throughout.     Steady  breezes  and  fine  weather. 

March  18.  Lat.  10°  09'  X.;  long.  29°  30'  W.  Barometer,  30.00;  temperature  of  air,  75°;  of  water, 
77°.     Winds:  E.  X.  E.,  E.  by  X.,  E.  X.  E.     Pleasant  weather;  strong  upper  current  from  S.  E. 

March  19.  Lat.  7°  36'  X.;  long.  29°  05'  W.  Barometer,  30.00;  temperature  of  air,  76°:  of  water, 
78°.     Winds:  E.X.  E.,  E.  by  X.,  and  X.  E.     Steady  trades. 

March  20.  Lat.  4°  36'  X.;  long.  29°  00'  W.  Barometer,  30.00;  temperature  of  air,  76;  of  water, 
78°.    Wiud  :  X.  E.  throughout ;  fine  steady  breezes  from  the  X.  E. 

March  21.  Lat.  1°  39'  X.;  long.  29°  15'  W.  Barometer,  30.00;  temperature  of  air,  80°;  of  water, 
83°.     Wind  :  X.  E.  througliout.     Steady  winds. 

March  22.  Lat.  0°  09'  S.;  long.  29°  20'  W.  Barometer,  30.00  ;  temperature  of  air,  82°;  of  water, 
82°.     Winds:  E.,  S.  E.,  S.  E.     Light  breezes  and  pleasant. 

[Here,  again,  is  an  illustration  of  going  farther  east  than  is  necessary.  Compare  the  Hampton's  track 
with  that  of  the  Stag-IIound  (p.  462),  about  2°  to  the  west  of  her,  upon  the  parallel  of  20°  X.  Xo  com- 
ment is  required. 

1^^  Never,  from  the  L^nited  States,  care  to  cross  the  parallel  of  20°  X.,  east  of  35°.  If  j-ou  arc 
forced  there  by  adverse  wind.s,  it  is  anotljer  thing.  But  attention  to  these  tracks — and  they  are  taken  at 
random — will  show  that,  in  the  winter  and  spring  especially,  vessels  not  only  have  quite  as  quick  a  run, 
20°  to  the  line,  when  they  cross  that  parallel  west  of  35°,  as  they  do  when  they  cross  it  to  the  east  of  that 
meridian;  but  what  is  more,  they  have  often  a  week  or  ten  days  less  to  that  crossing  from  the  L'nited  States. 
As  an  example,  see  Eoscoe's  track  (p.  464 ;  she  had  27  days  from  Xcw  York  to  the  parallel  of  20°  cast  of 
35°.] 


464  THE  WIND  AND  OUKRKNT  CUAUTS. 

March  23.  Lat.  00°  2o'  S. ;  long.  29°  -lo'  AV.  Barometer,  30.00 ;  temperature  of  air,  84°  ;  of  water, 
83°.     "Wiuils  :  N.  Iv,  E.  S.  S.,  and  E.     Moderate  breezes,  inclining  to  tlie  south. 

March  24.  Lat.  1°  12'  S. ;  long.  29°  4G'  W.  Barometer,  30.00;  temperature  of  air,  85°;  of  water, 
88°.     Winds :  S.  S.  E.,  S.  S.  E.,  and  N.  E.     Light  wind  and  fine  weather. 

March  25.  Lat.  2°  34'  S. ;  long.  29°  53'  W.  Barometer,  30.20;  temperature  of  air,  85°;  of  water, 
84°.     Winds :  S.  E.  by  S.,  S.  S.  E.,  and  S.  S.  E.     Light  baffling  winds,  and  hazy  swell  from  the  southward. 

March  26.  Lat.  4°  39'  S. ;  long.  30°  30'  W.  Barometer,  30.02;  temperature  of  air,  85°;  of  water, 
83°.     AVind  :  S.  S.  E.  throughout.     Light  breezes  and  clear  Aveather. 

March  27.  Lnt.  G°  25'  S. ;  long.  31°  37'  AY.  Barometer,  30.05;  temperature  of  air,  87°;  of  water, 
83°.     AVind  :  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S.     Light  steady  breezes  and  cloudy. 

March  28.  Lat.  8°  14'  S. ;  long.  32°  15'  AY.  Barometer,  30.15;  temperature  of  aij',  88°;  of  water, 
83°.     AYinds :  S.  E.  by  S.,  .S.  E.,  S.  E.     Cloudy  with  light  showers. 

English  barque  Emir,  Gloucester  (Eng.)  to  Calcutta,  sailed  February  26,  1849. 

March  21,  1849.  Lat.  6°  4'  N. ;  long.  22°  1'  AY.  AYinds :  east,  E.  S.  E.,  east.  Moderate  winds  and 
fine  weather.     All  possible  sail  set. 

March  22.     Lat.  4°  29' N.;  long.  22°  1' AY.     Wind:  east.     Steady  winds  and  tine  weather. 

March  23.     Lat.  3°  17'  N. ;  long.  20°  54'  AY.     AYinds :  east,  E.  N.  E.,  east.     Light  winds  and  cloudy. 

March  24.     Lat.  2°  9'  N. ;  long.  20°  12'  AY.     A^'ariable  winds.     Light  airs,  and  at  times  calm. 

IMarch  25.  Lat.  1°  58' N.;  long.  20°  39'  AY.  A^ariable  winds.  First  part,  light  airs;  latter  part, 
si|ually,  with  heavy  rain. 

March  26.  Lat.  1°  21'  N.;  long.  20°  34'  AY.  AA^inds:  S.  to  S.  E.,  and  S.  AY.  Light,  foul  airs,  and 
calm  at  times. 

March  27.     Lat.  1°  33'  N. ;  long.  20°  10'  W.     Variable  Avinds.     Calms  and  light  variable  airs. 

Mai-ch  28.  Lat.  1°  11°  N. ;  long.  20°  38'  W.  AYiud :  variable,  and  S.  E.  First  part,  light;  latter, 
moderate  breeze. 

March  29.     Lat.  1°  34'  N. ;  long.  20°  51'  AY.     AYinds :  calm,  calm,  S.  E. 

March  30.     Lat.  38'  S.;  long.  21°  11'  W.     AVind  :  S.  E.     Got  the  S.  E.  trades  moderate  and  fine. 

March  31.     Lat.  1°  47'  S. ;  long.  21°  11'  AY.     AA^ind :  S.  E.     Light  trade-wind  and  fine  weather. 

[I  have  quoted  this  very  Avell  kept  English  log,  to  illustrate  the  difficulties  of  crossing  the  doldrums 
far  to  the  eastward. 

AA'hen  vessels  do  fall  to  leeward  of  St.  Rociue,  as,  by  attempting  to  shave  the  new  route  too  close, 
they  noAV  and  then  do,  it  is  very  seldom  that  they  are  a  week  in  making  31°  of  latitude,  as  the  Emir  was, 
in  gutting  through  these  doldrums  from  2°  N.  to  1°  47'  S.] 

iS/iip  Roscne  (Thomas  Smith),  New  York  to  San  Francisco,  twenty-seven  days  out. 

March  24,  1853.     Lat.  21°  31'  N. ;  long.  32°  08'  AY.     Current,  E.  by  S.,  one  knot  per  hour.     A^ariable, 


ROUTES   TO    RIO,    ETC.  465 

16°  W.     15aroniotcr,  ;50.n  ;  temperature  of  air,  74°  ;  of  water,  78°.     Winds:   W.  S.  W.,  N.  W.,  X.     l-'irst 
part,  light  airs ;  middle  and  latter  parts,  good  breezes. 

March  25.  Lat.  19°  17'  N. ;  long.  32°  W.  Barometer,  30.05  ;  temperature  of  air,  75°;  of  water,  73°. 
AA'inds  :  K,  N.,  N.  N.  E.     Pleasant  breezes  throughout. 

March  26.  Lat.  16°  27'  N.;  long.  31°  2-1'  W.  Barometer,  30.06;  temperature  of  air,  75°  ;  of  water, 
74°.     Winds :  N.  N.  E.,  E.  by  N.,  E.  by  N.     Fresh  breezes  throughout ;  squally  during  the  middle  part. 

March  27.  Lat.  13°  10'  N. ;  long.  30°  41'  W.  Barometer,  30.5  ;  temperature  of  air,  75°;  of  water, 
74°.  Winds:  E.  by  N.,  E.  by  N.,  E. N.  E.  Eresh  breezes;  middle  part,  scpially;  latter  part,  blowing 
strong  trade ;  saw  a  tide  rip  this  day. 

March  28.  Lat.  9°  54'  N. ;  long.  30°  00'  W.  Barometer,  30.5  ;  temperature  of  air,  78° ;  of  water,  77°. 
Winds:  E.N.E.,  E.IST. E.,  northward.     First  part,  fresh  breezes;  middle,  same;  latter  part,  pleasant. 

March  29.  Lat.  6°  46'  N. ;  long.  29°  00'  W.  Barometer,  29.98 ;  temperature  of  air,  79° ;  of  Avater, 
79°.     Winds :  northward,  E.  N.  E.,  E.  N.  E.     Throughout  the  day,  frcsli  breezes  and  pleasant. 

March  30.  Lat.  3°  40'  N. ;  long.  28°  20'  W.  Barometer,  29.94 ;  temperature  of  air,  83°  ;  of  waiter, 
80°.  Winds:  E.  N.  E.,  E.  N.E.,  E.  N.  E.  Fresh  breezes  and  squally  ;  looks  very  much  like  rain,  we  have 
had  none  as  yet ;   aii-  very  close. 

March  31.  Lat.  1°  00'  N. ;  long.  28°  00'  W.  Barometer,  29.90 ;  temperature  of  air,  85°  ;  of  water, 
82°.  Winds  :  E.  X.  E.,  E.  N.  E.,  baffling,  east.  First  part,  fresh  breezes ;  middle,  squally ;  at  8  h.  30  m.  A.  M., 
had  a  heavy  squall  of  wind  and  rain  from  the  S.  S.  E  ;  latter  part,  light  baffling  airs  from  E.  to  K.  E. ;  saw 
a  great  many  porpoises  this  day. 

April  1.  Lat.  0°  44'  S. ;  long.  28°  00'  W.  Current,  half  knot  per  hour,  westerly.  Barometer,  30.00 ; 
temperature  of  air,  85° ;  of  water,  80°.  Winds :  E.  to  E.  S.  E.,  E.,  E.  S.  E.  First  part  like  breezes.  At 
10  A.  M.  a  heavy  squall,  accompanied  with  rain  from  the  south ;  latter  part,  light  airs.  We  crossed  the 
equator  about  midnight,  in  about  27°  38'  W.  My  intention  was  to  have  crossed  it  in  30°  00'  W.  in  the 
fore  part  of  my  voyage,  had  I  not  had  to  run  so  far  to  the  eastward  on  the  28th  and  29th,  on  account  of 
winds.  [I  do  not  understand  why  the  Roscoe  had  to  run  so  far  to  the  east  there.  She  had  the  wind  north 
of  west  the  28th,  to  make  a  course  good  to  the  line  of  about  S.  by  E.,  not  more.]  When  the  wind  let  me 
come  on  the  other  tack,  I  could  make  little  easting  every  day  without  taking  oif  mucii  of  my  latitude.  We 
.crossed  the  equator  without  any  calm,  and  did  not  go  less  than  four  and  a  half  to  five  miles  per  hour  all 
the  way  through. 

April  2.  Lat.  3°  04'  S. ;  long.  29°  10'  W.  Barometer,  30.00  ;  temperature  of  air,  84° ;  of  water,  80°. 
Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S.     Fresh  breezes  for  the  twenty -four  hours. 

April  3.  Lat.  5°  41'  S. ;  long.  31°  30'  W.  Seventeen  miles  current  in  twenty-four  hours,  setting 
S.  W.  J  S.  Barometer,  29.90 ;  temperature  of  air,  83  ;  of  water,  81°.  Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  S.  E. 
First  part,  freshi  breezes ;  middle  and  latter  parts,  baffling  and  fresh  breezes  at  noon,  barometer  falling.  I 
should  think  there  was  going  to  be  a  gale  of  wind ;  vessel  leads  off  from  S.  S.  W.  to  W. ;  almost  calm  and 
then  gusts  of  wind. 
59 


466  TUE    WIND    AND    CUERENT    CHARTS. 

Sltip  Surprise  (Charles  A.  Eaulett),  New  York  to  San  Francisco,  twelve  days  out. 

March  25,  1853.  Lat.  21°  49'  N. ;  long.  41°  59'  AV.  Barometer,  30.50;  temperature  of  air,  76°;  of 
water,  76°.     Winds:  calm,  S.  E.,  E.  S.  E.     Middle  and  latter  parts,  light  airs. 

March  26.  Lat.  1S°  58'  N.;  long.  -41°  48'  W.  Current,  four-tenths  of  a  knot  per  hour,  westerly. 
Barometer,  30.00;  temperature  of  air,  76°;  of  water,  76°.  AYinds:  S.  E.,  E.  S.  E.,  S.  E.  First  part,  a 
light  breeze,  some  squalls;  not  very  strong  during  the  day. 

March  27.  Lat.  15°  34'  N.;  long.  40°  27'  W.  Westerly  current,  one  knot  per  hour.  Barometer, 
30.00 ;  temperature  of  air,  79°  ;  of  water,  77°.  Winds:  E.  S.  E.,  east,  east.  First  part,  good  fresh  breeze ; 
stronger  during  the  middle  and  latter  parts  ;  trades,  I  think.  The  barometer  keepa  np  rather  high  for  these 
latitudes.  '  '  '  ■ 

March  28.  Lat.  12°  35'  N. ;  long.  38°  48'  W.  Current,  S.  W.,  one  knot  per  hour.  Barometer,  29.98; 
temperature  of  air,  79°;  of  water,  79°.  Winds:  east,  E.  by  N.,  east.  Fresh  breezes  and  cloudy.  I  am 
afraid  I  shall  be  too  far  to  the  westward  when  I  cross  the  line,  but  am  determined  to  trust  to  Providence 
and  Lieut.  Maury's  Charts. 

March  29.  Lat.  10°  00'  N. ;  long.  36°  22'  W.  No  current.  Barometer,  29.08 ;  temperature  of  air, 
79° ;  of  water,  79°.     Winds :  east,  E.  by.  N.,  east.     Good  fresh  breezes  throughout. 

March  30.  Lat.  7°  23'  N. ;  long.  33°  59'  W.  Slight  easterly  current.  Barometer,  29.90 ;  temperature 
of  air,  82° ;  of  water,  80°.  Winds:  E.  by  N.  throughout.  Cloudy  and  dusky  weather.  The  ship  lags  along 
S.  E.  by  S.,  and  1  am  obliged  to  take  all  advantages ;  am  fearful  that  I  shall  be  jammed  close  by,  if  not  to 
leeward  of  Cape  St.  Koque.     Latter  part,  good  fresh  trades  E.  by  N. 

■ '  March  31.  Lat.  4°  44'  N.;  long.  31°  32'  W.  Barometer,  29.88;  temperature  of  air,  82°  ;  of  water, 
80°.  AVinds:  E.  N.  E.,  E.  by  N.,  E.  by  N.  Clear  weather  and  fresh  breezes;  am  getting  to  the  eastward 
finely.  • 

April  1.  Lat.  1°  57'  N.;  long.  29°  46'  W.  Barometer,  29.80 ;  temperature  of  air,  83°;  of  water,  81°. 
Winds:  east,  E.  N.  E.,  E.  N.  E.  Moderate  breezes  and  fine  weather.  Set  larboard  studding  sails,  having 
now  no  fear  of  Cape  St.  Roque ;  light  squalls  during  the  night. 

April  2.  Lat.  0°  39'  S. ;  long.  30°  32'  W.  Current,  one  knot  per  hour,  westerly.  Barometer,  29.80; 
temperature  of  air,  84°;  of  water,  81°.  Winds:  S.  E.,  S.  S.  E.,  S.  E.  Barometer,  29.80;  temperature  of 
air,  84°;  of  Avater,  81°.  Winds:  S.  E.,  S.  S.  E.,  S.  E.  The  wind  changed  in  a  squall  at  noon,  but  continu- 
ing with  as  much  force.  Passage  from  Sandy  Hook  to  the  line,  19  days  18  hours.  The  barometer  rises 
and  falls  regularly  as  the  tides. 

[I  should  be  glad  if  all  would  observe  the  barometer  as  closely.  This  phenomenon  shows  the  import- 
ance of  accurate  barometers ;  I  mean  barometers  which  we  may  make  accui-ate  by  knowing  their  errors. 
This  barometer  has  its  errors — all  have.  What,  therefore,  can  we  learn  about  this  highly  interesting  phe- 
nomenon from  such  an  instrument,  except  that  it  occurs?] 

April  3.     Lat.  3°  51'  S. ;  long.  32°  50'  W.     Current,  two  and  a  half  miles  per  hour,  westward.     Bare- 


KOUTES  TO  RIO,  ETC.  467- 

meter,  29.88 ;  temperature  of  air,  85°  ;  of  water,  83°.  AVinds :  S.  S.  E.,  S.  E.,  S.  S.  E.  to  S.  E.  At  9  A.  M. 
the  Island  of  Fernando  de  Xoronlia,  bore  S.  by  E.,  distance  25  miles,  working  tlie  ship  to  the  east- 
ward. . 

April  4.  Lat.  5°  34'  S. ;  long.  38°  48'  W.  Barometer,  29.90 ;  temperature  of  air,  85° ;  of  water,  83°. 
Winds:  S. E.  by  S.,  S.  E.,  S.  E.  Light  winds  and  variable.  Tacked  several  times  to  gain  a  little  more 
easting. 

April  5.  Lat.  7°  43'  S. ;  long.  33°  54'  W.  Barometer,  29.90 ;  temperature  of  air,  84°;  of  water,  83°. 
Winds :  S.  E.,  E.  S.  E.,  S.  E.  by  S.  Variable  winds  and  squally.  Tacked  several  times  to  keep  to  the 
eastward. 

Barque  liosario  (Caleb  Sprague),  New^  York  to  Yaljiaraiso,  twenty  days  out. 

March  26,  1853.  Lat.  20°  35'  N.;  long.  27°  10'  W.;  variation,  18°  20'  W.  Barometer,  30.12;  tem- 
perature of  air,  73°  ;  of  water,  72°.  Winds  :  X.  N.  E.,  N.  by  E.,  and  X.  E.  by  X. ;  liglit  airs  and  pleasant 
weather;  a  swell  from  the  X.  W. 

March  27.  Lat.  17°  57'  N".;  long.  27°  10'  W.  Barometer,  30.14;  temperature  of  air,  72°  ;  of  water, 
72.     Winds :  N.  E.  by  N.,  X.  E.,  and  E.  X.  E. ;  light  airs  throughout. 

March  28.  Lat.  14°  49'  N.;  long.  27°  10'  W.  Barometer,  30.10  ;  temperature  of  air,  71° ;  of  water, 
72°.  Winds :  E.  X.  E.,  X.  E.,  and  E.  X.  E. ;  first  part,  light  airs ;  middle  and  latter  part,  fresh  breezes, 
and  passing  rain  squalls. 

March  29.  Lat.  11°  25'  X^.;  long.  2G°  41'  W.  Current,  W.,  12  miles.  Barometer,  30.08  ;  tempera- 
ture of  air,  74°  ;  of  water,  75°.  Winds:  E.  X.  E.,  X".  E.,  and  X.  E.;  first  part,  moderate  breeze.  At  2  P.M. 
passed  through  a  strong  tide  rip ;  temperature  of  the  air  at  the  same  time,  was  72°  ;  of  water,  74°  ;  middle 
part,  moderate  ;  from  9  A.  ]\I.  until  noon,  strong  tide  rips,  but  no  change  in  the  water. 

March  30.  Lat.  8°  23'  X. ;  long.  36°  14'  W.  Current,  X.  15°  W.,  18  miles ;  variation,  15°  W. 
Barometer,  30.02  ;  temperature  of  air,  74°  ;  of  water,  77°.  Winds  :  X.  E.,  E  X.  E.,  and  E.  X.  E. ;  mode- 
rate breezes ;  occasional  tide  rips. 

March  31.  Lat.  5°  50'  X.;  long.  26°  01'  W.  Current,  X.  30°  W.,  IS  miles.  Barometer,  30.01 ;  tem- 
perature of  air,  78°;  of  water,  79.     Winds:  E.  X.  E.,  and  X.  E.;  light  breezes,  and  strong  tide  rips. 

April  1.  Lat.  3°  22'  X.;  long.  25°  49'  W.  Current,  W.,  12  miles;  variation  13°  W.  Barometer, 
30.01;  temjjerature  of  air,  79°;  of  water,  80°.  Winds:  E.  X.  E.,  and  X.  E. ;  light  airs  throughout.  I 
remark  here,  that  it  was  my  intention,  when  I  sailed  from  Kew  York,  to  have  followed  the  track  projected 
on  Lieut.  Maury's  Chart,  and  to  cross  tlie  equator  further  to  the  westward,  but  the  winds  have  been  mostly 
from  the  south,  which  has  forced  me  to  go  further  to  the  eastward  than  I  intended.  From  27°  12'  X.,  this 
ship  had  X.  E.  winds  to  the  equator,  by  her  abstract. 

April  2.  Lat.  2°  01'  X.;  long.  26°  24'.  Current,  X".  51°  W.,  20  miles.  Barometer,  29.96;  tempera- 
ture of  air,  79°  ;  of  water,  81°.     Winds :  E.  X.  E.,  S.  E.,  and  S.  E.  by  E. ;  first  part,  light  air ;  middle  part, 


468 


THE   WIND   AND   CURRENT   CHARTS. 


squally,  with  rain,  with  sharp  lightning;  Litter  part,  moderate.     Passed  throngli  quantities  of  phosphoric 
substance;  strong  tide  rips. 

Aprils.  Lat.ll'S.;  long.  27°16' W.  Current,  N.  25°  W.,  15  miles.  Variation,  10°  W.  Barometer, 
29.95;  temperature  of  air,  80°;  of  water,  81°.  Winds:  S.  E.,  S.E.,  and  S.  E.  by  S.  First  part,  moderate 
breeze  and  light  rain  squall  all  night ;  water  very  phosphorescent ;  latter  part,  pleasant. 

April  1.  Lat.  1°  32' S.;  long.  25°  31' W.  Current,  west,  18  miles.  Variation,  8°  W.  Barometer, 
29.95;  temperatureof  air,  82°;  of  water,  82.  AVinds:  S.  by  E.,  S.  by  E.,  and  S.  S.E.  Light  airs  and  squalls 
throughout.  At  6  P.  M.  a  water-spout  crossed  the  bows  a  quarter  of  a  mile  distant.  No  change  in  the 
barometer. 

April  5.  Lat.  3°  30'  S.;  long.  29°  53'  W.  Current,  W.,  22  miles.  Barometer,  30.01;  temperature  of 
air,  82°;  of  water,  82°.  Winds:  S.  S.  E.,  S.  E.,  and  S.E.  by  S.  First  part,  light  breezes  and  squally.  At 
2  P.  M.  showed  our  flag  to  an  American  sloop  of  war  bound  south.  I  laid  that  we  can  sail  faster  than  she. 
Latter  part,  fresh  breeze. 

April  6.     Lat.  6°  23'  S.;  long.  31°  7'  AV.     Current,  S.  45°  W.,  14  miles.     Barometer,  30;  temperature 
of  air,  81°;  of  water,  82.     Winds:  S.  E.  by  S.,  S.  E.,  and  S.  E.  by  S.     Moderate  trades  and  fine  weather. 


Route  to  Rio, 

etc.— A 

TRIL. 

DISTANCES. 

WINDS;  PER  CENT. 

Loug 

tuJc. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANTS 

FROM 

Fair. 

Calms. 

observa- 
tions. 

N.  &  E. 

S.  &  w. 

From  Sandy 

IIoo 

k  to 

39°  10' N. 

70° 

00' 

E.S.E. 

200 

10.7 

221 

3.6 

W  11.1 

5.8 

80.0 

4.0 

528 

39     10 

65 

00 

E. 

233 

9.8 

256 

3.7 

w    9.8 

6.2 

80.8 

4.5 

320 

37     38 

60 

00 

E.S.E. 

254 

6.2 

274 

2.0 

10    6.6 

4.0 

87.4 

3.2 

151 

35     54 

55 

00 

E.  S.  E. 

260 

5.4 

276 

0.7 

8.0 

8.8 

82.5 

4.9 

136 

85     54 

50 

00 

E. 

243 

6.1 

258 

0.0 

w  12.2 

7.2 

81.6 

8.1 

125 

35     54 

45 

00 

E. 

243 

5.8 

257 

0.0 

w  12.3 

8.7 

84.0 

5.8 

81 

35     00 

42 

21 

E.  S.  E. 

141 

7.7 

152 

1.5 

6.2 

XV  10.8 

81.5 

0.0 

65 

30     00 

40 

00 

E.S.E. 

312 

17.4 

366 

6.3 

6.2 

w  82.5 

55.0 

1.0 

95 

25    00 

37 

40 

S.S.E. 

325 

13.8 

369 

3.0 

17.0 

XV  19.0 

61.0 

3.0 

97 

20     00 

35 

26 

S.S.E. 

325 

2.6 

333 

0.0 

5.4 

XV    7.2 

87.4 

5.1 

56 

15    00 

83 

16 

S.S.E. 

325 

2.0 

331 

2.0 

0.0 

0.0 

98.0 

0.0 

49 

10     00 

31 

09 

S.S.E. 

325 

0.0 

325 

0.0 

0.0 

0.0 

100.0 

4.4 

48 

5     00 

29 

04 

S.S.E. 

325 

0.6 

827 

0.0 

1.7 

0.0 

98.3 

0.0 

59 

Equator 

29 

04 

S. 

300 

2.1 

306 

0.0 

lu    5.9 

1.3 

92.8 

6.8 

152 

3811 

4051 

1     00  S. 

29 

29 

S.  S.  w. 

65 

4.4 

68 

0.0 

w  11  n 

0.9 

81.4 

5.5 

344 

1     31 

30 

00 

s.w. 

44 

3.3 

45 

0.0 

w;16.7 

0.0 

83.8 

0.0 

12 

2     31 

31 

00 

s.w. 

85 

2.4 

87 

0.0 

lu    8.4 

0.0 

91.6 

0.0 

12 

3     00 

31 

12 

s.  s.  w. 

31 

2.4 

32 

0.0 

XV  12.0 

0.0 

88.0 

15.0 

17 

5     00 

32 

02 

s.  s.  w. 

130 

4.0 

135 

0.0 

XV  20.0 

0.0 

80.0 

12.5 

15 

7     19 

33 

00 

S.S.W. 

150 

2.7 

154 

0.0 

IV  18.8 

0.0 

86.7 

0.0 

15 

9     00 

38 

42 

S.S.W. 

109 

3.2 

112 

0.0 

XV  10.8 

0.0 

89.2 

0.0 

55 

ROUTES   TO    RIO,    ETC.  469- 

Observe  that,  between  the  meridians  of  55°  and  60°,  the  calms  of  the  ITorse  Latitudes  most  prevail 
between  the  parallels  of  21°  and  27°  N.;  and  between  the  parallels  of  28°  and  32°,  between  the  meridians 
40°  and  45°. 

Ship  Seama/i's  Bride,  New  York  to  San  Francisco,  sixteen  days  out. 

Aprils,  1853.  Lat.  20°  52'  N.;  long.  36°  54'  W.  Barometer,  29.95;  temperature  of  air,  75°;  of 
water,  73°.  Winds:  S.  E.  by  E.,  E.  S.  E.,  E.  by  N.  First  and  middle  ]iarts  a  light  air;  latter,  a  moderate 
breeze,  with  fine  weather. 

April  6.  Lat.  17°  32' N.;  long.  35°  28' W.  Barometer,  29.95;  temperature  of  air,  70° ;  of  water,  75°. 
Winels:  E.  N.  E.,  E.  N.  E.,  N.  E.  by  E.  First  part,  a  moderate  breeze;  middle  and  latter  parts,  fresh 
breezes. 

April  7.  Lat.  13°  40'  N.;  long.  33°  55'  ^Y.  Barometer,  29.80 ;  temperature  of  air,  75°;  of  water,  75°. 
Winds:  E.  K  E.,  N.  E.  by  E.,  East.  First  and  middle  parts,  a  fresh  breeze,  and  clear;  latter,  a  fresh 
breeze,  and  cloudy. 

April  8.  Lat.  10°  2'  N.;  long.  32°  10'  W.  Barometer,  29.75;  temperature  of  air,  77°;  of  water, 
77 J° ;  of  water  15  feet  below  surfoce  7G°.     AVinds:  E.,  E.,  E.  by  N".     A  fresh  breeze  and  cloudy. 

April  9.  Lat.  6°  43'  N.;  long.  30°  27'  W.  Barometer,  29.65  ;  temperature  of  air,  79° ;  of  water,  79°. 
Winds :  E.,  E.  by  N.,  E.  N.  E.     A  fresh  breeze,  and  cloudy. 

April  10.  Lat.  3°  34'  N.;  long.  28°  59'  W.  Barometer,  29.60;  temperature  of  air,  81°;  of  water, 
81°.  Winds:  E.  by  N".,  E.  by  N.,  E.  by  N.  A  moderate  breeze  and  cloudy.  Lightning  in  the  south 
during  the  night.     Some  tide  rips. 

April  11.  Lat.  14'  N.;  long.  28°  56'  W.  Barometer,  29.70;  temperature  of  air,  83°;  of  water,  82°. 
Winds:  E.,  E.,  E.  S.  E.  First  part,  moderate,  with  fresh  squalls  of  wind  and  rain;  middle  and  latter  parts, 
moderate  and  clear. 

Aprirri.  Lat.  2°  42' S.;  long.  29°  .50' A7.  Current,  E.  S.  E.,  18  miles.  Barometer,  29.65;  tempera- 
ture of  air,  84° ;  of  water,  82° ;  of  water  below  surface,  81°.  Winds,  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S.  First 
part,  a  light  breeze,  with  frequent  and  fresh  squalls  of  wind  and  rain.  At  3  P.  M.  crossed  the  equator,  in 
about  29°  5'  W.     Middle,  a  light  breeze,  and  clear;  latter,  fresh  trades,  and  pleasant. 

April  13.  Lat.  6°  3'  S.;  long.  30°  44'  W.  Current,  E.  S.  E.,  15  miles.  Barometer,  29.65;  tempera- 
ture of  air,  84°;  of  water,  83°.     Winds:  S.  E.,  S.  E.,  S.  E.  by  S.     A  moderate  breeze,  and  pleasant. 

SJiip  Laniao  (Geo.  II.  Bradbury),  New  York  to  San  Francisco,  sixteen  days  out. 

April  6,  1853.  Lat.  20°  5'  N.;  long.  39°  W.  Barometer,  30.30;  temperature  of  air,  74°;  of  water, 
73°.  Winds:  N.  by  E.,  N.  E.,  N.  E.  Fresh  breezes,  and  squally,  first  part;  ends  fresh  breezes  and  fine 
weather. 

April  7.  Lat.  16°  40'  N.;  long.  37°  5'  W.  Barometer,  30.20;  temperature  of  air,  75°  ;  of  water,  74°. 
Winds :  E.  N.  E.,  E.  N.  E.,  E.  N.  E.     Strong  breezes  and  flawy.     Cloudy  at  times. 


470  THE  WIND  AND  CUEEENT  CHARTS. 

April  8.  Lat.  13°  50'  N. ;  long.  35°  55'  W.  Barometer,  30.20.  "Winds :  E.  by  N.  to  N.  E.  by  E., 
E.  by  N.  to  N.  E.  by  E.,  E.  by  N.  to  N.  E.  by  E.  First  part,  moderate ;  latter,  fresh  and  fine.  Overcast  at 
times. 

April  9.  Lat.  11°  5'  N. ;  long.  33°  50'  W.  Barometer,  30.10.  Winds :  E.  N.  E.  to  N.  E.  by  E.,  E. 
N.  E.  to  N.  E.  by  E.,  E.  N.  E.  to  N.  E.  by  E.     Fresh  and  fine.     Wind  unsteady,  both  in  foree  and  direction. 

April  10.  Lat.  8°  20  N.;  long.  31°  50'  W.  Barometer,  30.5;  temperature  of  air,  78°.  Winds:  E. 
by  N.  to  N.  E.  by  E.,  E.  by  N.  to  N.  E.  by  E.,  E.  by  N.  to  N.  E.  by  E.     Fresh  and  line.     Tide  rips. 

April  11.  Lat.  5°  25'  N.;  long.  30°  20'  W.  Barometer,  29.08;  temperature  of  air,  81°.  Winds: 
E.  to  E.  N.  E.,  E.  to  E.  N.  E.,  E.  to  E.  N.  E.  Fresh  and  cloudy.  Swell  from  S.  S.  E.  Upper  strata  of 
clouds  from  S.  E.     Tide  rips.       ■  • 

April  12.  Lat.  2°  5'  K;  long.  29°  10'  W.  Barometer,  29.90;  temperature  of  air,  82°.  Winds:  E. 
to  N.  N.  E.,  E.  to  N.  N.  E.,  E.  to  N.  N.  E.  Commences  fresh  and  fine ;  middle,  srpially ;  ends  calm,  with 
squally  apjDearances.     Swell  from  south. 

April  13.  Lat.  1°  N". ;  long.  29°  40'  W.  Barometer,  29.85.  Winds :  S.  S.  E.  to  N.  by  E.,  S.  S.  E.  to 
N.  by  E.,  S.  S.  E.  to  N.  by  E.  Calms,  squalls,  wind  flying  from  south  to  north  (by  east).  Much  thunder, 
lightning,  and  raiu.     Swell  from  southwest. 

April  14.  Lat.  0°  18'  N. ;  long.  29°  SO'  W.  Barometer,  29.95.  Winds :  N.  E.  to  N.,  E.,  and  calm  ; 
E.  by  S.  to  S.  E.  by  E.  First  part  squall}^,  with  rain  ;  middle  light  airs,  and  calms ;  at  midnight,  a  puff 
from  S.  E.,  and  veered  to  E.  N.  E.,  and  cleared.     Latter  part  light  and  fine. 

April  15.  Lat.  0°  55'  S. ;  long.  30°  10'  W.  Current,  W.,  8  miles.  Barometer,  29.95 ;  temperature 
of  air,  84°  ;  of  water,  84°.  Winds  :  E.  S.  E.  to  S.  E.,  E.  S.  E.  to  S.  E.,  E.  S.  E.  to  S.  E.  Light  airs,  and 
calm  S.  E.  swell ;  indications  of  S.  E.  trades.  • 

April  16.  Lat.  2°  05'  S.;  long.  31°  20'  W.  Current,  W.,  3G  miles.  Barometer,  30.00 ;  temperature 
of  air,  84°  ;  of  water,  84°.  Winds  :  S.  E.,  calm,  calm,  and  S.  E.  by  S. ;  squalls,  calms,  clear,  rainy,  &c. 
Fresh  breezes  from  S  P.  M.  to  midnight ;  then  calm  until  10  A.  M.     After  -which  fresh  breezes. 

April  17.  Lat.  4°  20'  S.;  long.  32°  20'  W.  Current,  W.  N.  W.,  24  miles.  Barometer,  30.05  ;  tem- 
perature of  air,  83° ;  of  water,  83°.  Winds :  S.  E.,  S.  E.,  S.  E.  IModerate  and  fine ;  swell  from  south. 
Passed  about  20  miles  to  windward  of  Fernando  de  Noronha. 

April  18.  Lat.  6°  00'  S. ;  long.  32°  35'  W.  Current,  N.  W.,  24  miles.  Barometer,  30.10  ;  tempera- 
ture of  air,  83° ;  of  water,  83°.  Winds :  S.  to  S.  E.,  S.  to  S.  E.,  S.  to  S.  E.  First  part,  moderate  and 
fine;  middle,  calm  and  squalls.     Latter  do.  S.  E.  swell.     One  squall  from  N.  E. 

Barl:  Pi(rlJiian  (Smith),  Richmond,  Virginia,  to  San  Francisco,  15  days  out. 

April  7,  1853.  Lat.  18°  55'  N. ;  long.  34°  25'  W.  Barometer,  29.8  ;  temperature  of  air,  72°  ;  of 
water,  73°.     AVinds  :  N.  E.,  N.  E.,  E.  N.  E.     Fresh  trades. 

April  8.  Lat.  15°  55'  N. ;  long.  33°  12'  W.  Barometer,  29.8  ;  temperature  of  air,  72°  ;  of  water,  73.° 
Winds  :  N.  E.,  E.  N.  E.,  E.  N.  E.     Fresh  trades. 


ROUTES   TO    HIO,    ETC.  .  471 

Api-il  i).  Lat.  12°  52'  N. ;  long.  32°  3'  W.  Barometer,  29.7 ;  tenipei'atarc  of  air,  73°  ;  of  water,  73°. 
Winds :  E.  N.  E.,  E.,  E.  N.  E.     Fre.sli  trades. 

Ai>ril  10.  Lat.  9°  35'  N.;  loug.  30°  5y'  W.  Barometer,  29.7;  temperature  of  air,  7()°;  of  water,  75°. 
Winds  :  E.  N.  E.,  E.,  E.  N.  E.     Fresh  trades. 

April  11.  Lat.  6°  09'  N. ;  long.  29°  50'  \V.  liarometer,  29.5  ;  temperature  of  air,  78°  ;  of  water,  78°. 
Wind:  E.     Siiually,  and  extremely  sultry. 

April  12.  Lat.  2°  45'  N.;  long.  29°  1'  W.  Barometer,  29.5;  temperature  of  air,  81° ;  of  water,  81°. 
Wind:  E.  N.  E.     Latter  part,  squally. 

April  13.  Lat.  1°  20'  N. ;  loug.  28°  57'  W.  Barometer,  29.5  ;  temperature  of  air,  80°  ;  of  water,  80°. 
Winds :  N.  E.,  E.  S.  E.,  S.  S.  E.  Throughout  light  winds,  with  much  rain.  During  the  night,  thunder, 
and  lightning.  :  .      ,  .  . 

April  1-i.  Lat.  0°  37'  K  ;  long.  29°  32'  AY.  Barometer,  29.6 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds :  E.,  S.  S.  E.,  E.  S.  E.  First  part,  variable  with  rain.  Eest  of  the  day  fine  weather.  At  8  A.  M. 
St.  Baul's,  E.  N.  E.,  15  miles  distant. 

April  15.  Lat.  0°  38'  S. ;  loug.  29°  58'  W.  Barometer,  29.7  ;  temperature  of  air,  82°;  of  water,  80°. 
Winds  :  S.  E.,  S.  S.  E.,  S.  S.  E.     At  8  P.  M.  crossed  the  equator,  in  29°  40'  W.     Fine  weather. 

April  16.  Lat.  2°  19'  S. ;  long.  30°  40'  W.  Barometer,  29.7  ;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds :  S.  E.,  S.  E.,  S.  E. 

April  17.  Lat.  3°  58'  S. ;  long.  31°  48'  W.  Barometer,  29.6  ;  temperature  of  air,  82°  ;  of  water,  82°. 
Current,  W.  N.  W.,  f  knots  per  hour.  Winds :  S.  S.  E.,  S.  E.  by  S.  At  noon,  Fernando  de  Noronha, 
W.  N.  W.,  35  miles  distant. 

April  18.  Lat.  5°  30'  S. ;  long.  32°  50'  W.  Current,  W.  N.  W.,  2|  knots  per  hour.  Barometer, 
29.6 ;  temperature  of  air,  82°  ;  of  water,  82°.     Winds  :  S.  E.  by  E.,  S.  S.  E.,  calm.     Strong  lee  current. 

Ship  Climax  (Fred.  Ilowes),  New  York  to  San  Francisco,  eleven  days  out. 

April  8,  1853.  Lat.  18°  22'  N.;  long.  37°  35'  W.  Barometer,  28.00.  Winds:  E.  N.  E.,  E.  N.  E., 
E.  N.  E. ;  moderate  trades  with  fine  weather. 

April  9.  Lat.  15°  29'  N. ;  long.  35°  52'  W.  Barometer,  28.00.  Winds :  E.  N.  E.,  E.,  E. ;  commences 
strong  breezes ;  middle,  squally ;  latter,  light. 

April  10.  Lat.  12°  48'  K;  long.  33°  43'  W.  Barometer,  28.00.  Winds:  E.,  E.  N.  E.,  E.  N.  E.; 
pleasant  trades  and  fine  weather. 

April  11.  Lat.  9°  40'  N.;  long.  31°  35'  W.  Barometer,  27; ».  Winds:  E.,  E.,  E.  to  K  E.;  fine 
trade-winds ;  all  kinds  of  cross-running  seas. 

April  12.  Lat.  6°  16'  N. ;  long.  29°  30'  W.  Barometer,  27/j.  Winds:  E.,  E.N.  E.,  E. ;  commences 
fresh  trades  and  fine  weather ;  middle  and  latter  parts,  the  same.  ,      "  : 

April  13.     Lat.  3°  00'  N.;  long.  28°  20'  W.     Barometer,  27  j^..     Winds:  E.,  E.  N.  E.,  N.  E.;  first 


472  THE   WIND   AND   CUKEENT   CHARTS. 

part,  fine  weather  and  fresh  trades ;  middle,  squally  appearances  all  around ;  heavy  clouds  to  the  south ; 
barometer  low ;  indications  of  a  change  of  wind. 

April  14.  Lat.  2°40'N.;  long.  28°  40' W.  Barometer,  21 -;'^.  Winds:  calm,  calm,  N.  E.  light; 
first  and  middle  parts,  rainy,  with  thunder  and  lightning ;  latter  part,  light  airs  and  fine  weather.  This  is 
the  first  time  the  ship  has  made  less  than  six  knots  the  hour  since  sailing.  I  hope  we  shall  not  be  long 
getting  through  the  doldrums. 

April  15.  Lat.  1°  37'  N.;  long.  28°  50'  \Y.  Barometer,  27/..  Winds:  N.  E.,  S.  E.,  S.  E.;  light 
airs  and  clear ;  very  warm.  .  .     . 

April  16.  Lat.  0°  59'  N.;  long.  29°  10'  W.  Barometer,  27{e.  Winds:  S.  E.,  S.  E.,  S.  S.  E.;  light 
airs  and  fine  weather ;  St.  Paul's  in  sight,  bearing  W.  S.  W.,  distant  about  fifteen  miles. 

April  17.  Lat.  0°  06'  S. ;  long.  29°  20'  W.  Barometer,  — .  Winds:  E.  N.  E.,  S.  E.  by  S.,  S.  E.  by 
S. ;  fine  weather,  with  passing  clouds  and  baflling  flaws  from  E.  N.  E.  to  S.  E.  We  have  at  last  crossed  the 
equator,  in  nineteen  days  and  seventeen  hours,  from  Boston  light-house.     Distance  to  the  line,  3,600  miles. 

April  18.  Lat.  0°  37'  S.;  long.  29°  35'  W.  Ten  miles  westerly  current.  Winds:  S.  E.,  calm,  S.  E.; 
light  airs  and  calm  during  the  day. 

April  19.  Lat.  1°  22'  S. ;  long.  29°  50'  W.  Winds:  calm,  E.  N.  E.,  calm ;  fine  weather  with  baflling 
aira.     When  shall  I  get  out  of  the  doldrums  ?     Current,  W.  N.  W.,  eighteen  miles. 

April  20.  Lat.  3°  02'  S.;  long.  30°  00'  W.  Winds:  S.  E.,  E.  N.  E.,  calm;  first  part,  light  airs; 
middle,  fresh  breezes ;  latter,  calm,  with  heavy  southerly  swell. 

April  21.  Lat.  3°  52'  S. ;  long.  30°  10'  W.  Winds:  calm,  E.  S.  E.,  E.  S.  E.;  commences  calm; 
middle  and  latter  parts,  light  airs ;  fine  Aveather. 

April  22.  Lat.  5°  27'  S. ;  long.  30°  35'  W.  Winds:  E.  S.  E.,  E.  S.  E.,  E.  S.  E.;  first  part,  light 
airs ;  middle,  squally  with  torrents  of  rain ;  ends  with  a  steady  breeze.  -    .      _ 

Ship  Competitor  (Moses  Hows),  Boston  to  San  Francisco,  twelve  days  out. 

April  8,  1853.  Lat.  20°  15'  K;  long.  32°  14'  W.  Barometer,  29.95;  temperature  of  air,  74°;  of 
water,  74°.5.     Winds :  N".,  N.,  N.     Light  breezes  and  pleasant  weather. 

April  9.  Lat.  18°  16'  N. ;  long.  32°  07'  W.  Barometer,  29.95 ;  temperature  of  air,  74° ;  of  water, 
73|°.     Wind:  N.  throughout.     Light  aii's  and  hot  weather. 

April  10.  Lat.  16°  13'  N.;  long.  31°  47'  W.  Barometer,  29.95;  temperature  of  air,  81°;  of  water, 
741°.     Winds:  N".  N.  E.,  N.  E.,  and  E.  by  S.     Light  airs  and  warm  weather. 

•     .   April  11.     Lat.  13°  24'  K;  long.  31°  40'  W.     Barometer,  29.85;  temperature  of  air,  78°;  of  water, 
73°.     AVind:  E.  S.  E.  throughout. 

:         April  12.     Lat.  10°  00'  N.;  long.  30°  00'  W.     Barometer,  29.85;  temperature  of  air,  82°;  of  water, 
77°.     Winds:  E.  by  S.,  E.,  and  E.  by  N.     Light  winds  and  cloudy;  under  studding-sails. 

Aprd  13.  Lat.  6°  31'  N.;  long.  28°  20'  W.  Barometer,  29.80;  temperature  of  air,  83°;  of  water, 
79°.     Wind:  E.  throughout.     Light  winds  and  cloudy. 


KOUTES   TO    KIO,    ETC.  473 

April  14.  Lat.  4°  09'  N.;  long.  28°  20'  W.  Barometer,  29.80;  temperature  of  air,  OP;  of  water, 
81°.     Wunh:   M,  E.  N.  E.,  E.  N.  E.     Light  wiu.ls  and  cloudy  weather. 

April  15.  Lat.  3°  03'  K;  long.  28°  12'  W.  Barometer,  29.85;  temperature  of  air,  91°;  of  water, 
81°.     "Winds  :  E.  S.  E.,  E.S.  E.,  and  S.  E.     Light  and  baflling  airs,  with  scpially  appearance. 

April  1(3.  Lat.  2°  17'  N.;  long.  28°  11'  W.  Barometer,  29.85;  temperature  of  air,  98°;  of  water, 
81°.     Winds:  calm,  E.,  and  calm.     Baffling  airs  from  the  eastward,  and  cloudy  weather. 

April  17.  Lat.  1°  35'  N.;  long.  28°  10'  W.  Barometer,  29.85;  temperature  of  air,  88°;  of  water, 
83°.     Winds:  calm,  calm,  and  E.  S.  E.     Calms,  and  light  squalls  from  the  eastward. 

April  18.  Lat.  1°  20'  N.;  long.  28°  45'  W.  Barometer,  29.90.  Current,  S.  30°  W.,  16  miles.  Tem- 
perature of  air,  88° ;  of  w^ater,  81°.     Winds:  S.  by  W.,  S.  S.  W.,  and  S.  S.  W.     Light  airs. 

April  19.  Lat.  0°  57'  N. ;  long.  28°  50'.  W.  Barometer,  29.90  ;  temperature  of  air,  85° ;  of  water,  81°. 
Winds:  calm  throughout. 

April  20.  Lat.  0°  10'  N. ;  long.  28°  45'  W.  Barometer,  29.93 ;  temperature  of  air,  85°  ;  of  water, 
80°.     Winds :  calm,  calm,  and  E.  S.  E.     Light  airs  and  calm,  and  cloudy  weather. 

[I  have  quoted  from  the  Competitor's  abstract,  merely  to  illustrate  the  track  of  the  Climax  (p.  471), 
and  to  impress  navigators  with  the  foct  that  nothing  is  to  be  gained  by  crossing  20°  N.  to  the  east  of  35° 
W. ;  but,  on  the  contrary,  there  is  generally  a  loss. 

These  two  vessels  crossed  that  parallel  within  a  day  of  each  other;  the  Climax,  which  crossed  to  the 
west  of  that  meridian,  gaining  on  her  competitor  two  days  to  that  parallel,  and  making  another  gain  of 
another  two  days  thence  to  the  line.] 

April  21.  Lat.  0°  35' S.;  long.  29°  04' W.  Barometer,  29.90.  Current,  S.  24°,  W.  10  miles.  Tem- 
perature of  air,  88°;  of  water,  80°.  Winds:  calm  throughout.  Crossed  the  line  at  3  o'clock  P.  M. ; 
daring  the  last  week  I  have  not  taken  in  royals,  and  have  made  but  218  miles. 

April  22.  Lat.  1°  43'  S.;  long.  29°  32'  W.  Barometer,  29.85;  temperature  of  air,  84°;  of  water, 
81°.     Winds:  calm,  calm,  S.  S.  E. ;  first  and  middle  part  calm ;  latter  part,  light  breezes  and  cloudy. 

April  23.  Lat.  4°  47'  S. ;  long.  30°  30'  W.  Barometer,  29.90;  temperature  of  air,  86°;  of  water, 
82°.  Winds:  S.  E.  by  S.,  S.  E.,  and  S.  E.  First  part,  light  breezes  and  passing  clouds;  middle  and  latter 
part,  fresh  breezes.  .  '.     .■     . 

Aprd  24.  Lat.  7°  48'  S.;  long.  32°  34'  W.  Barometer,  29.90;  temperature  of  air,  90°;  of  water, 
82.     Winds :  S.  E.  throughout,  fresh  breezes  and  line  weather. 

Bark  Tremont  (Joseph  Taylor),  Boston  to  Cape  Town,  eighteen  days  out. 

April  16,  1853.  Lat.  19°  50'  K ;  long.  35°  22'  W.  Current,  J  knot  per  hour,  S.  S.  W.  Barometer, 
30.00;  temperature  of  air,  72°;  of  water,  72°.  Winds:  E.  by  N.,  E.  by  N.,  E.  by  N.  Moderate  breezes, 
and  clear. 

April  17.  Lat.  17°  31' N. ;  long.  33°  12' W.  Current,  §  knot  per  hour,  S.  S.  W.  Barometer,  30.00; 
60 


474  THE  WIND  AND  CUKEENT  CHARTS. 

temperature  of  air,  72°;  of  water,  72°.  Winds:  E.  by  N.,  E.  by  N".,  E.  by  N.  Fair  weatlier,  and 
moderate. 

April  18.  Lat.  15°  03'  IST.;  long.  31°  ii'  W.  Current,  1  knot  per  hour,  W.  Barometer,  29.16; 
temperature  of  air,  73°  ;  of  water,  74°.  Wiuda :  E.  N.  E.,  E.  by  N.,  E.  by  N.  Fair  and  moderate  ;  some 
tide  rips. 

April  19.  Lat.  12°  15'  N. ;  long.  30°  22'  ^Y.  Current,  f  knot  per  hour,  W.  Barometer,  29.15 ; 
temperature  of  air,  74° ;  of  water,  74°.  Winds :  E.  by  N.,  E.  by  N.,  E.  by  N.  Squally,  with  some  rain 
and  tide  rips. 

April  20.  Lat.  9°  35' N.;  long.  28°  50'  W.  Barometer,  29.18;  temperature  of  air,  78°;  of  water, 
76°.     Winds :  E.  N.  E.,  E.  N.  E.,  E.  N.  E.     Squally,  with  some  rain  and  tide  rips. 

April  21.  Lat.  6°  45'  N.;  long.  27°  40'  W.  Barometer,  29.18;  temperature  of  air,  80°;  of  water, 
78°.     Winds :  E.  N.  E.,  N.  E.,  N.  E.     Squally,  with  some  rain  and  tide  ri^is. 

April  22.  Lat.  4°  03'  N. ;  long.  27°  15'  W.  Barometer,  29.15 ;  temperature  of  air,  80° ;  of  water, 
79°.     Winds :  N.  E.,  E.  N.  E.,  E.  N.  E.     Many  tide  rips.     First  part,  almost  cloudless  sky. 

April  28.  Lat.  2°  00'  N. ;  long.  26°  45'  W.  Barometer,  29.15;  temperature  of  air,  81°;  of  water, 
79°.     Winds :  N.  E.,  E.  N.  E.,  E.  N.  E.     Moderate,  and  sky  overcast ;  a  little  rain. 

April  24.  No  observations.  Barometer,  29.15;  temperature  of  air,  80°;  of  water,  79°.  Winds:  N., 
E.  N.  E.,  E.  N".  E.     Light  airs ;  thunder,  and  some  rain. 

April  25.  Lat.  1°  21'  S.;  long.  26°  20'  W.  Barometer,  29.18;  temperature  of  air,  80°;  of  water, 
80°.     Winds :  E.,  E.  S.  E.,  S.  E.     Fine  weather,  and  clear  sky. 

April  26.  Lat.  3°  25'  S.;  long.  27°  46'  W.  Barometer,  29.15;  temperature  of  air,  82°;  of  water, 
81°.     Winds :  E.  S.  E.,  S.  E.,  S.  E.  by  S.     Fair  and  moderate. 

April  27.  Lat.  5°  22'  S.;  long.  28°  41'  W.  Barometer,  29.15  ;  temperature  of  air,  81°;  of  water, 
80°.     Winds :  S.  S.  E.,  S.  E.,  S.  E.     Fair  and  moderate. 

Bai-k  Golden  Em  (E.  P.  Sleeper),  New  York  to  Panama,  tAventy-five  days  out. 

April  19,  1852.  Lat.  20°  06'  N.;  long.  38°  22'  W.  Winds:  S.,  and  variable,  S.  E.,  S.,  and  variable. 
Very  light  variable  airs,  and  calms.     A  heavy  sea  from  the  N.  W. 

April  20.  Lat.  19°  49'  N.;  long.  38°  07'  W.  Temperature  of  air,  76°;  of  water,  76°.  Winds: 
calm,  N.  N.  W.,  N.  N.  AV.     Ycvj  light  airs  and  calms. 

April  21.  Lat.  19°  08'  N. ;  long.  37°  38'  W.  Temperature  of  air,  77°.  Winds :  N.  N.  W.,  N.  N.  E., 
E.  N.  E.,  variable.     Light  airs  and  calms. 

April  22.  Lat.  17°  58'  N.;  long.  36°  51'  W.  Temperature  of  air,  75°.  Winds:  E.N.E.,  E.,  vari- 
able, E.  S.  E.,  variable.     Liglit  breezes ;  middle  part,  light  squalls  and  i-ain. 

April  23.  Lat.  16°  8'  N. ;  long.  35°  37'  W.  Temperature  of  air,  76°;  of  Avater,  78.  Winds:  E., 
variable;  E.  by  N.  E.,  variable.     Moderate  breezes,  light  squalls,  and  rain. 


ROUTES   TO    KIO,    ETC.  ft75 

April  24.  Lat.  13°  40'  N. ;  long.  33°  50'  W.  llaroinctor,  29.08;  temperature  of  air,  70°;  of  water, 
70°.     Winds:  E.,  E.  by  N.,  E.  N.  E.;  fresh  breezes  tlirougliont. 

April  25.  Lat.  11°  10'  N.;  long.  32°  20'  W.  Temperature  of  air,  77°;  of  water,  77°.  Winds;  E. 
N.  E.,  E.  by  E.  N".  E.,  N.  E. ;  good  breezes. 

April  20.  Lat.  8°  58'  N.;  long.  30°  39'  W.  Temperature  of  air,  78°;  of  water,  79.  Wind:  E.  N. 
E. ;  first  part  good  breezes  ;  middle  and  latter  part  moderate  breezes. 

April  27.  Lat.  6°  42'  N. ;  long.  29°  07'  W.  Temperature  of  air,  79°  ;  of  water,  80°.  Winds:  E.  N. 
E. ;  moderate  breezes. 

April  28.  Lat.  4°  23'  N.  ;Jong.  27°  55'  W.  Temperature  of  air,  81°  ;  of  water,  82°.  Winds :  E.  X. 
E.,  N.  E.  by  E.,  N.  E.  by  E. ;  moderate  breezes. 

April  29.  Lat.  3°  04'  N. ;  long.  27°  14'  W.  Temperature  of  air,  82° ;  water,  82°.  Winds :  K  E.  by 
E.,  N.  E.  by  E.,  N.  E.  by  N.;  light  breezes. 

April  30.  Lat.  D.  R.  1°  48'  X.;  long.  D.  R.  27°  15'  W.  Temperature  of  air,  81°;  of  water,  82°. 
Winds :  N.,  N.,  variable,  X.  W.  to  E. ;  first  })art  very  light  breezes ;  middle  and  latter,  showers  of  rain. 

May  1.  Lat.  00°  34'  X. ;  long.  20°  40'  W.  Current,  E.,  24  miles,  during  the  last  two  days;  tempera- 
ture of  air,  84° ;  water,  83°.     Winds  :  X.,  X.,  X.  E. ;  very  light  breezes,  and  pleasant. 

May  2.  Lat.  0°  09'  S.;  long.  20°  18'  W.  Current,  30  miles,  E.  S.  E.,;during  the  day.  Winds:  X.  X. 
E.,  calm,  S.  E. ;  very  light  airs,  and  pleasant. 

May  3.  Lat.  0°  37'  S. ;  long.  20°  55'  W.  Current,  30  miles  E.;  temperature  of  air,  83°.  Winds: 
S.  S.  E.,  variable,  S.,  variable,  S.  by  W.,  variable ;  first  part,  very  light  airs ;  middle  and  latter,  light  breezes. 

SJii})  White  Squall  (Samuel  Kennedy),  Xew  York  to  San  Francisco,  fourteen  days  out. 

April  23,  1852.  Lat.  21°  29'  X.;  long.  33°  7'  W.  Current  south,  12  knots  per  day.  Barometer 
(Aneroid*),  30.55;  temperature  of  air,  78°;  of  water,  73°.  Moderate  trades  all  day.  First  part,  X".  E. ; 
middle  part,  E.  X.  E. ;  latter  part,  east. 

April  24.  Lat.  17°  32' K;  long.  31°  47'  W.  Current  S.E.,  7  knots  per  Jay.  Barometer,  30.55; 
temperature  of  air,  80° ;  of  water,  70°.     Fresh  trades  all  day.     Winds :  E.  S.  E.,  E.,  E.  by  X. 

April  25.  Lat.  13°  30'  N. ;  long.  30°  27'  W.  Current  S.  S.  E.,  23  knots  per  day.  Barometer, 
30.45;  temperature  of  air,  80°  ;  of  water,  77°.     Wind :  E.,  E.  X".  E.,  E.  X^.  E.     Fresh  trades  all  day. 

April  20.  Lat.  9°  50'  X.;  long.  29°  23'  W.  Barometer,  30.40;  temiierature  of  air,  81°;  of  water, 
78°.     Moderate  trades  all  day ;  E.X.E.  throughout. 

April  27.  Lat.  0°  58'  X.;  long.  28°  36'  W.  Barometer,  30.45;  temperature  of  air,  83°;  of  water, 
80°.     Winds:  E.  N.  E.,  X.  E.,  X.  E.     Light  trades  all  day;  tide  rips. 

April  28.  Lat.  3°  53'  X. ;  long.  28°  22'  W.  Current,  S.  S.  W.,  27  knots  per  day.  Barometer,  30.40. 
temperature  of  air,  84° ;  of  water,  80°.     Winds:  E.  X.  E.,  X.  E.,  X.  X.  E.     Light  trades  all  day ;  tide  rips. 


*  Four-ti'iitli.s  to  be  deJucted  from  the  Anoi-oid,  for  ciu-li  clay  u]i  to  tlie  21st  of  May,  for  want  (jf  acljiLstineiit. 


470 


THE  WIND  AND  CURRENT  CHARTS. 


April  29.  Lat.  2°  22'  N. ;  long.  28°  20'  W.  Current,  E.  S.  E.,  13  knots  per  day.  Barometer,  30.40 ; 
temperature  of  air,  8G°  ;  of  water,  82°     Winds :  N.  N.  E.,  N.,  N.     Light  breeze  all  day. 

April  30.  Lat.  48'  N. ;  long.  27°  10'  W.  Current  east,  32  knots  per  day.  Barometer,  30.35; 
temperature  of  air,  87°;  of  water,  84°.     Winds :  N.,  S.  S.  W.,  N.     Ligkt  breeze  all  day ;  middle  part,  rain. 

May  1.  Lat.  39'  S. ;  long.  26°  47'  W.  Current  E.  S.  E.,  33  knots  per  day.  Barometer,  30.35 ; 
temperature  of  air,  89° ;  of  water,  87°.     Winds :  N.,  E.  N.  E.,  N".  E.     Light  airs ;  tide  rips. 

May  2.  Lat.  1°  22'  S.;  long.  26°  37'  W.  Current  S.  E.,  27  knots  per  day.  Barometer,  30.30; 
temperature  of  air,  91°  ;  of  water,  85°.     Winds :  N.,  N.  E.,  S.     Light  airs ;  tide  rips. 

May  3.  Lat.  1°  50'  S.;  long.  27°  36'  W.  Current  E.  by  S.,  29  knots  per  day.  Barometer,  30.45; 
temperature  of  air,  88°  ;  of  water,  86°.  Wind:  S.  S.  W.  throughout.  First  part,  nearly  calm ;  ends,  light 
breezes ;  rain  squalls. 

May  4.  Lat.  4°  52'  S. ;  long.  29°  24'  W.  Current,  S.  S.  W.,  11  knots  per  day.  Barometer,  30.40; 
temperature  of  air,  91°;  of  water,  89°.  Winds:  S.S.  W.,  and  S.E.,  S.S.  E.,  S.  E.  Eainy  until  1  P.M.; 
wind  hauls  to  S.  E.,  and  clears. 

Roxiie  to  Rio,  etc. — May. 


distances. 

WINDS;  PER  CENT. 

itude. 

Lougi 

tilde. 

Course. 

Total  No. 

L:U 

observa- 

% 

True. 

Per  cent. 

Average. 

Head. 

SLANTS 

FROM 

Fair. 

Calms. 

tions. 

N.  &E. 

S.  &  W. 

From  port 

to 

39° 

11' N. 

70° 

00' 

E.S.E. 

199 

9.8 

218 

2.5 

10.8 

8.3 

78.4 

2.1 

599 

39 

11 

65 

00 

E. 

238 

11.5 

464 

6.4 

12.8 

11.2 

69.6 

2.8 

315 

37 

34 

60 

00 

E.S.E. 

254 

9.1 

277 

2.8 

^.% 

8.8 

81.8 

1.6 

181 

35 

55 

55 

00 

E.S.E. 

259 

10.2 

285 

1.8 

9.1 

w  15.2 

73.9 

3.6 

163 

35 

55 

50 

00 

E. 

243 

9.9 

267 

0.7 

15.2 

12.4 

17.9 

2.7 

145 

35 

00 

47 

17 

E.S.E. 

144 

5.5 

152 

0.9 

0.0 

w  16.9 

82.2 

1.7 

112 

33 

06 

45 

00 

S.  E. 

194 

9.1 

211 

3.3 

0.0 

w  11.5 

85.2 

1.6 

61 

30 

00 

41 

23 

S.  E. 

263 

14.7 

301 

3.3 

13.9 

w  19.1 

63.7 

5.6 

151 

27 

00 

40 

00 

S.S.E. 

194 

6.5 

206 

2.6 

w  10.4 

0.0 

87.0 

2.5 

39 

25 

00 

40 

(10 

S. 

120 

9.4 

131 

3.4 

5.1 

5.1 

86.4 

0.0 

60 

20 

00 

37 

46 

S.S.E. 

325 

0.3 

326 

0.0 

1.8 

0.0 

98.2 

0.0 

54 

15 

00 

35 

36 

S.S.E. 

325 

0.8 

327 

0.0 

w    4.4 

0.0 

95.6 

0.0 

23 

10 

00 

33 

29 

S.S.E. 

325 

0.0 

325 

0.0 

0.0 

0.0 

100.0 

0.0 

54 

5 

50 

31 

24 

S.S.E. 

325 

0.5 

325 

0.0 

lu    4.8 

0.0 

95.2 

0.0 

42 

Eq 

uator  • 

31 

24 

S.S.E. 

300 

0.6 

302 

0.0 

IV    5.2 

1.7 

93.1 

3.4 

115 

3708 

3917 

1 

00  S. 

31 

49 

S.  S.  W. 

65 

2.1 

QQ 

0.0 

('.;    9.9 

0.4 

89.7 

0.0 

264 

1 

27 

22 

00 

S.S.W. 

29 

0.0 

29 

0.0 

0.0 

0.0 

100.0 

6.2 

15 

3 

00 

32 

39 

S.S.W. 

101 

3.3 

104 

0.0 

w  16.7 

0.0 

83.3 

0.0 

12 

3 

51 

33 

00 

S.S.W. 

55 

0.0 

55 

0.0 

0.0 

0.0 

100.0 

0.0 

21 

5 

00 

33 

28 

S.S.W. 

75 

0.0 

75 

0.0 

0.0 

0.0 

100.0 

0.0 

6 

6 

24 

34 

00 

S.S.W. 

84 

0.0 

84 

0.0 

0.0 

0.0 

100.0 

0.0 

9 

7 

00 

34 

15 

S.S.W. 

39 

14.2 

45 

0.0 

w  48.9 

2.4 

48.7 

0.0 

41 

7 

00 

33 

30 

E. 

44 

3.2 

45 

0.0 

0.0 

w  11.8 

88.2 

0.0 

23 

8 

13 

34 

00 

s.  s.  w. 

79 

32.0 

104 

13.0 

w  rj2:2 

0.0 

34.8 

0.0 

23 

ROUTES  TO   RIO,   ETC.  477 

In  tills  montli,  and  near  tliis  route,  tlic  calms  of  tlu;  llorsc  Latitudes  arc  most  prevalent  between  the 
meridians  of  40°  and  45°,  and  the  juirallel.s  of  o2°  and  03°  N.  Between  the  meridians  25°  and  30°,  the 
equatorial  calms  are  most  })revalent  from  5°  north  to  the  line,  the  greatest  prevalence  of  cahns  being 
between  3°  and  4°  north.  Between  the  meridians  of  30°  and  35°,  the  equatorial  calms  jirevail  most 
between  3°  and  5°  N.  Here  they  extend  also  a  little  to  the  south  of  the  line.  In  the  main,  the  c<|uatorial 
calms  prevail  as  you  go  to  the  east.  When  you  cross  the  line  to  the  west  of  29°,  draw  a  line  from  the 
point  of  crossing  to  St.  Augustine,  and  aim  to  keep  to  the  eastward  of  it,  and  for  this  purpose  take 
advantage  of  all  slants.*  This  direction  applies  to  every  month.  You  should  aim  generally  to  make 
easting,  when  easting  becomes  necessary  after  crossing  the  line,  before  crossing  7°  south. 

If  you  can  cross  7°  S.  to  the  east  of  34°,  there  will  probably  be  no  necessity  of  steering  the  east 
course,  as  by  the  table.  Observe  that  calms  are  seldom  or  never  found  along  this  route,  in  this  month, 
south  of  1°  S. 

The  equatorial  calms  in  April,  between  25°  and  30°  W.,  prevail  from  5°  S.  to  3°  N.,  being  most 
prevalent  between  1°  S.  and  1°  N.  Between  30°  and  35°  W.,  they  prevail  from  3°  N.  to  3°  S.,  being  most 
prevalent  between  2°  N.  and  the  line. 

Observe,  also,  how  the  winds  in  this  month  hang  from  the  southward,  in  latitude  35°  to  30°  N.,  and 
between  the  meridians  of  40°  and  45°  W. 

Schooner  Tennessee  (A.  B.  Lamkin),  from  Richmond  to  Pernambuco,  twenty-one  days  out. 

April  30,  1853.  Lat.  19°  57'  N".;  long.  35°  3(3'  W.  Wind:  E.  throughout;  fresh  breeze,  with  occa- 
sional showers  of  rain. 

May  1.  Lat.  1G°  29'  N. ;  long.  34°  28'  W.  Winds:  E.,  E.,  E.  by  S.;  brisk  breezes,  with  showers 
of  rain. 

May  2.     Lat.  13°  N.;  long.  32°  41'  W.       Wind  :  E.  throughout  ;  fresh  breezes,  with  passing  squalls. 

May  3.  Lat.  09°  30  K;  long.  31°  44'  W.  Wind:  E.  tlu-oughout ;  pleasant  breezes,  and  fine 
weather. 

May  4.  Lat.  06°  OG'  N. ;  long.  31°  12'  W.  Winds  :  E.,  E.  N.  E.,  and  E. ;  light  winds,  and  cloudy 
weather. 

May  5.     No  observation.     Winds  :  variable  from  E.  N.  E.;  h'ght  breezes,  and  showery  weather. 

May  6.     Winel  and  weather  the  same.     Ko  observation.  ; 

May  7.     Lat.  3°  N. ;  long.  31°  17'  W.     Winds:  variable  and  heavy  showers  of  rain. 

May  8.  Lat.  1°  30'  N. ;  long.  31°  41'  W.  Winds :  calm,  calm,  S.  E.  by  E. ;  light  baffling  winds 
and  calms. 

May  9.  Lat.  00°  36'  S;  long.  32°  14'  W.  Winds:  S.  E.  by  S.,  S.  E.,  and  S.  E  by  S.;  light  winds, 
with  fine  pleasant  weather.  ■ 

*    Vide  p.  417. 


478  THE  WIND  AND  CURRENT  CHARTS. 

May  10.  Lat.  3°  58'  S.;  long.  82°  02'  W.  Wind:  S.  E.  by  S.  throughout;  light  winds  with  fine 
weather. 

May  11.  Lat.  5°  46' S.;  long.  32°  22' W.  Winds:  S.  E.  by  S.  and  S.  E. ;  light  air  with  clear 
weather. 

Shi])  Vidonj  (O.  G.  Lane),  New  York  to  San  Francisco,  nineteen  days  out. 

May  10,  1853.  Lat.  20°  40'  N.;  long.  38°  23'  W.  Winds:  E.,  E.  S.  E.,  and  S.  E. ;  variable  breezes 
and  squally. 

May  11.  Lat.  17°  51'  N.;  long.  32°  25'  W.  Winds:  S.  E.  by  S.,  E.  by  S.,  and  E.  by  S. ;  fresh 
breeze  and  cloudy. 

May  12.  Lat.  14°  24'  N. ;  long.  31°  19'  W.  Winds:  E.,  E.,  and  E.  by  N. ;  fresh  breezes  and  cloudy 
weather. 

May  13.  Lat.  10°  06'  N.;  long.  80°  15'  W.  Wind:  E.  by  K  tliroughout ;  fresh  breezes  and 
passing  clouds. 

May  14.     Lat.  7°  49'  N. ;  long.  29°  21'  W.     Winds:  E.  by  N.,  E.,  and  E.  by  N. ;  gentle  breezes. 

May  15.  Lat.  4°  38'  K ;  long.  28°  19'  W.  Winds:  E.  by  N.,  E.  N.  E.,  and  E.  N.  E.;  fine  breezes 
and  cloudy  weather. 

May  16.  Lat.  3°  30'  N.;  long.  28°  25'  W.  Wind:  E.  N.  E.,  variable  and  calm;  variable  breezes 
and  light  showers  of  rain. 

May  17.  Lat.  1°  44' N. ;  long.  29°  87'  W.  Winds:  S.,  S.  E.  by  S.,  and  S.  E. ;  moderate  breezes 
and  squally  weather. 

May  18.  Lat.  00°  49'  S.;  long.  80°  18'  W.  Wind:  S.  E.  throughout;  fine  breezes  and  pleasant 
weather.     At  4  A.  M.  passed  the  equator,  twenty-six  and  a  half  days  out;  distance  sailed,  3,890  miles. 

May  19.  Lat.  3°  18'  S. ;  long.  31°  04'  W.  Winds:  S.  E.  throughout;  fine  breezes  and  pleasant 
weather.  ; 

May  20.  Lat.  6°  07'  S.;  long.  31°  50'  W.  Winds:  S.  E.  throughout;  fresh  breezes  and  pleasant 
weather. 

Sliij)  Uncle  Toby  (E.  C.  Soule),  Boston  to  San  Francisco,  1853,  twenty-one  days  out. 

May  10.  Lat.  20°  49'  N. ;  long.  31°  57'  W.  Winds:  E.  K  E.,  E.,  and  E.  S.  E.;  moderate  breezes 
and  clear  weather. 

May  11.  Lat.  17°  15'  N.;  long.  30°  01'  W.  Winds:  E.  S.  E.,  E.  S.  E.,  and  E. ;  strong  breezes  and 
clear. 

May  12.     Lat.  18°  13'  N. ;  long.  31°  44'  W.    Winds:  E.,  E.,  and  E.  N.  E. ;  strong  breezes  throughout. 

May  18.  Lat.  9°  27'  N. ;  long.  30°  41'  W.  Winds:  E.  N.  E.,  E.  N.  E.,  and  E. ;  strong  breezes 
throughout. 


ROUTES   TO   RIO,    ETC.  479 

May  14.  Lat.  G°  03'  N. ;  long.  29°  39'  W.  Winds:  E.,  E.,  and  E.  S.  E. ;  moderate  breezes  and 
cloudy  wcatlicr. 

May  15.  Lat.  3°  01'  X.;  long.  29°  28'  W.  AViiids:  E.,  N.  K.,  and  E.  N.  !-:. ;  IVesb  brccze.s  and 
squally. 

May  16.  Lat.  1°  53'  N. ;  long.  30°  25'  W.  Wind.s:  S.  S.  E.,  S.  E.,  and  S.  S.  E. ;  liglit  variable 
breezes,  and  squally. 

May  17.  Lat.  00°  50' S. ;  long.  31°  44'  W.  Winds:  S.  S.  E.,  S.  E.,  and  S.  S.  E. ;  fresh  breezes 
throughout. 

May  18.  Lat.  3°  44'  S. ;  long,  no  observation.  Winds:  S.  E.,  E.  S.  E.,  and  E.  S.  E.  Fresh  breezes 
throughout.     At  10  A.  M.  made  Fernando  de  Norouha. 

May  19.  Lat.  6°  53'  S. ;  long.  33°  10'  W.  Winds :  E.  S.  E.,  S.  E.,  and  S.  E.  Light  breezes  and 
j^leasant ;  passed  close  to  leeward  of  Fernando  de  Noronha. 

Flying  Cloud  (.1.  P.  Creesy),  New  York  to  San  Fi-ancisco,  eleven  days  out. 

May  10,  1853.  Lat.  20°  50'  N.;  long.  38°  47'  W.  Winds:  S.  E.  by  E.,  S.  E.  by  E.,  E.  S.  E.  First 
part,  moderate;  middle,  rain;  latter,  squally. 

May  11.  Lat.  16°  47'  N.;  long.  37°  48'  W.  Winds:  S.  E.  by  E.,  S.  E.  by  E.,  S.  E.  by  E.  First 
part,  light;  middle,  squally;  latter,  fresh  and  squally. 

May  12.     Lat.  12°  11' N.;  long.  36°  26' W.     AYind:  E.  by  S.  throughout.     Fresh  and  squally. 

May  13.     Lat.  8°  00' N.;  long.  34°  46' W.     Wind:  E.  by  S.     Fresh  and  squally. 

May  14.     Lat.  3°  37' N.;  long.  34°  08' W.     Wind:E.  S.  E.     Fresh  and  squally. 

May  15.  Lat.  1°  00'  N.;  long.  34°  03'  W.  Wind:  S.  E.  by  E.  Light  and  squally.  Civil  time,  15'. 
At  7  P.  M.  crossed  the  equator,  in  long.  34°  20  W.  Seventeen  days  from  Sandy  ILook,  or  408  hours, 
averaging  nine  knots ;  when  determined  in  short  lines,  from  noon  to  noon  of  each  day,  3,672  miles.  [Dis- 
tance, as  calculated  in  the  tables,  3,708.] 

May  16.     Lat.  0°  27' S.;  long.  34°  07' W.     AVinds:  baffling  throughout. 

May  17.     Lat.  3°  11' S.;  long.  34°  42' W.     Wind:S.  E.     Light  breezes  and  fine  weather. 

May  18.  Lat.  4°  46'  S;  long.  34°  57'  W.  Winds:  baffling  throughout.  Beating  to  the  eastward, 
with  light  winds  and  line  weather.     Current,  W.  by  N.,  46  miles. 

May  19.  Lat.  2°  31'  S.;  long.  33°  41'  W.  Winds:  S.  E.,  S.  E.,  S.  E.  by  E.  Light  breezes  and  fine 
Aveather.  At  1  hour  15  min.,  tacked  S.  by  W.  i  W.  At  4  hours  20  min.,  tacked  N.  E.  by  E.  Stood  on 
this  tack  21  hours;  lost  135  miles  in  latitude,  and  gained  76  miles  easting,  after  having  been  currented  at 
82°  W.,  55  miles. 

•  May  20.  Lat.  5°  47' S.;  long.  34°  19' W.  Wind:  S.  E.  by  E.  Light  winds  and  fine  weather.  Cur- 
rented west,  20J  miles.  I  would  here  remark,  the  current  sets  much  stronger  to  the  westward  and  north- 
ward and  westward,  when  close  in  with  the  land  and  shoals  about  Cape  St.  Eoque,  than  it  does  in  the  offing, 
say  40  or  50  miles.     Should  recommend  all  ships  to  work  to  the  eastward  on  the  northern  limit  of  the  S.  E. 


480  THE  WIND  AND  CURRENT  CHARTS. 

trades,  say  between  1°  N.  lat.  and  2°  S.  lat.,  wlien  they  are  so  unfortunate  as  to  cross  the  equator  too  for 
west. 

[This  recommendation  should  be  very  cautiously  adojD ted.  Captain  Creesy  falls  to  leeward,  crosses  the 
line  in  3-i°,  stands  boldly  on,  tacks  when  he  must,  and  in  22  days  out  is  clear  of  St.  Eoque ;  and  yet,  notwith- 
standing this  extraordinarily  good  passage,  all  navigators  arc  cautioned  against  following  so  good  an 
examjile  as  he  himself  set,  after  having  the  misfortune  to  be  forced  to  cross  the  line  so  far  to  leeward  as  34°. 
It  is  true,  no  vessel  should  willingly  cross  so  far,  but  cases  are  not  unfrequent  of  vessels,  after  crossing  in 
3-±°,  and  even  in  37°,  having  no  difficulty  in  clearing  St.  Eoque.  They  do  this  by  following  the  Sailhuj 
Directions,  which  advise  them  in  such  cases  to  stand  or  trust  to  chance  for  a  change  of  wind,  and  to  luck  for 
favorable  slants. 

I  think  that  Captain  Creesy  would  have  done  very  unwisely  had  he,  on  the  ITitli,  wlion  he  found  him- 
self to  leeward,  and  on  "the  northern  limits  of  the  southeast  trades,"  attempted,  instead  of  standing  on 
south,  as  he  did,  to  beat  to  windward  there  in  the  doldrums.  If  there  bo  any  one  point  upon  which  I 
feel  myself  clear,  touching  the  best  course  of  procedure  in  such  cases,  it  is  in  the  caution  which  I  have  so 
often  given  and  here  repeat,  viz:  that  navigators  should  not  attempt  to  beat  to  windward  in  the  doldrums. 
If  a  vessel  find  herself  to  leeward  in  them,  and  the  wind  will  allow  her  to  lay  a  course  well  to  windward, 
as  it  did  the  Eagle,  let  her  lay  it,  but  do  not  attempt  to  Ijcat  in  a  part  of  the  ocean  where  you  know  you 
are  not  to  have  wind  enough  for  beating.] 

May  21.  Lat.  7°  52'  S. ;  long.  3-4°  30'  AV.  Wind :  S.  E.  by  E.  First  part,  light  breezes  and  fine 
weather;  middle  and  latter,  faint  airs  and  calms.     Currentcd  N.,  49°  W.,  11  miles. 

I  find  the  strength  of  the  current  about  here  depends  much,  if  not  altogether,  upon  the  direction  and 
velocity  of  the  wind ;  in  crossing  with  the  wind,  and  vice  versa. 

Barque  SoiilJierncr  (E.  Hooper),  New  York  to  San  Erancisco,  nineteen  days  out. 

May  11,  1852.     Lat.  14°  24'  N.;  long.  39°  05'  W.     Strong  easterly  wind  with  a  head  sea. 

May  12.     Lat.  11°  53'  N. ;  long.  37°  21'  W.     Strong  easterly  winds,  and  clear. 

May  13.     Lat.  9°  19'  N. ;  long.  35°  53'  W.     Eine  easterly  breezes,  and  clear. 

May  14.     Lat.  (3°  49'  N. ;  long.  33°  58'  W.     Eresh  breezes  at  E.  by  N.,  and  clear. 

May  15.     Lat.  5°  11'  N. ;  long.  31°  47'  W.     Wind:  E.  N.  E.     Eine  breezes,  and  clear. 

May  16.  Lat.  4°  10'  N. ;  long.  31°  15'  W.  .  Eirst  part,  wind  all  round  the  compass  with  rain ;  middle 
part,  wind  S.  E.  and  squally ;  latter  part,  east,  with  rain  squalls. 

May  17.  Lat.  2°  28'  N. ;  long.  29°  40'  W.  Eirst  part,  squally  with  rain ;  middle  and  latter  parts, 
fresh  breezes  from  E.  to  E.  S.  E.,  and  clear  weather. 

May  18.  Lat.  0°  25'  N. ;  long.  29°  SO'  W.  Eine  breezes  with  rain  squalls.  At  6  A.  M.  made  St. 
Eaul's  Island.  At  8  A.M.  it  bore  N".  E.  true,  distant  al)out  12  miles.  Eound  (by  observation)  that  Blunt 
places  the  island  too  far  cast.     English  books  agree  with  my  chronometer. 


HOL'TES   TO    KTO,    ETC.  481 

May  lit.  Lat.  1).  K.  00°  If.'  S. ;  long.  D.  1{.  29°  55'  W. ;  fir.st  part,  liglit  breezes  from  K.  S.  E  ;  middle 
aid  latter  parts,  wiud  all  roimd  the  compass,  accompanied  with  heavy  showers. 

May  20.  Lat.  D.  R.  1°  00'  S. ;  long.  D.  K.  30°  29'  \V. ;  light  airs,  and  raiu  squalls  from  all  p.-iuts  of 
,he  compass. 

May  21.  Lat.  D.  E.  1°  10'  S. ;  long.  D.  K.  31°  05'  W.  ;  light  airs,  calms,  with  rain  from  all  iwints, 
jut  }irincipally  N.  AV. 

May  22.  Lat.  D.  R.  1°  23'  S. ;  long.  D.  E.  30°  3G'  W. ;  light  baffling  airs  from  S.  E.  to  S.,  with  con- 
inual  rain  squalls. 

May  23.  Lat.  2°  38'  S. ;  long.  30°  59'  W. ;  first  jiart,  light,  baffling  airs,  and  raiu  squalls;  at  mid- 
light,  took  the  trades  at  S.  E.  by  E.     Ends  wntli  fresh  trades,  and  clear. 

May  24.  Lat.  4°  05'  S. ;  long.  32°  5(3'  W. ;  fine  fresh  breezes  from  S.  E.  by  E.,  and  clear,  with  a 
leavy  sea  from  S. 

May  25.     Lat.  6°  44'  S. ;  long.  33°  09'  W. ;  strong  gales  and  a  high,  irregular  sea.     Wind  :  S.  E. 

May  26.  Lat.  7°  10'  S. ;  long.  33°  18'  W. ;  strong  S.  S.  E.  gales.  At  5,  made  a  tack  off  shore,  and 
it  4  A.  M.  on  again.     Current,  N.  W.,  1  mile  per  hour. 

JBark  Olioiva  (S.  G.  Brooks),  New  York  to  Eio  Grande,  Brazil,  twenty  days  out. 

May  26,  1853.  Lat.  20°  50'  IST.;  long.  43°  30'  \Y.  Barometer,  30.05;  temperature  of  air,  79°. 
fVinds :  E.  S.  E.,  E.  by  S.,  E. ;  first  part,  moderate  breezes ;  middle  and  latter,  light. 

May  27.  Lat.  18°  55'  N.;  long.  42°  18'  W.  Barometer,  30.00  ;  temperature  of  air,  78°.  Winds: 
5.,  E.N. E.,  E. ;  fresh  breezes,  and  squally  throughout. 

May  28.  Lat.  16°  42'  N. ;  long.  41°  15'  W.  Barometer,  29.90;  temperature  of  air,  79°.  Winds: 
S.  by  S.,  E.,  E.  by  N.  to  E.  by  S. ;  fresh  squalls  throughout ;  tumbling  sea. 

May  29.  Lat.  14°  40'  N.;  long.  40°  02'  W.  Barometer,  29.90;  temperature  of  air,  79°.  Winds: 
E.  by  S.,  E.  by  S.,  E.  by  N.  to  E.  by  S. ;  fresh  breezes  and  squally. 

May  30.  Lat.  12°  44' N.;  long.  38°  31' W.  Barometer,  29.90 ;  temperature  of  air,  78°.  Winds:  E. 
by  S.,  E.  by  S.,  E.  N.  E. ;  fresh  breezes  with  squalls. 

May  31.  Lat.  11°  03'  N. ;  long.  36°  39'  W.  Barometer,  29.89  ;  temperature  of  air,  80°.  Winds : 
E.  by  N.,  E.  N.  E.,  N.  E.  by  E. ;  light  breezes,  and  flawy. 

June  1.  Lat.  9°  18'  N.;  long.  34°  44'  W.  Barometer,  29.82;  temperature  of  air,  82°.  Winds:  N. 
E.  by  E.,  E.  N.  E.,  E.  by  N.;  moderate  breezes;  clouds  rising  from  the  southward. 

June  2.  Lat.  7°  34'  N. ;  long.  83°  08'  W.  Barometer,  29.85  ;  temperature  of  air,  81°.  Winds :  E. 
by  N.,  E.  by  N.,  W.  S.  W. ;  first  and  middle  parts,  moderate  breezes;  latter,  light. 

June  3.  Lat.  6°  00'  N. ;  long.  32°  37'  W.  Barometer,  29.89;  temperature  of  air,  83°.  Winds,  calm  ; 
3.  E.,  E.  to  E.  N.  E. ;  first  part,  calm  ;  middle,  light  breezes ;  latter,  fresh. 

June  4.     Lat.  4°  33'  N.;  long.  32°  07'  W.     Barometer,  29.90  ;  temperature  of  air,  82°.     Winds:  E. 
to  E.  N.  E.,  E.  to  E.  S.  E.,  and  S.  E.     Moderate  breezes  and  squally. 
61 


482  THE  WIND  AND  CURRENT  CHARTS. 

June  5.  Lat.  2°  33'  N. ;  long.  33°  20'  W.  Current,  AV.  S.  W.,  |  of  a  knot  per  hour.  Barometer, 
29.89;  temperature  of  air,  83°.  Winds:  S.  to  S.  S.  E.,  S.  S.  E.,  S.  E.  Throughout,  light  breezes;  looks 
like  ti'ades. 

June  G.  Lat.  00°  50'  N. ;  long.  34°  13'  W.  Current,  W.  by  S.,  1  knot  per  hour.  Barometer,  29.87- 
temperature  of  air,  84°.     Winds  :  S.  E.  by  E.,  E.  S.  E.,  S.  E.  by  E.     Light  breezes  and  fine  weather ; 

quite  smooth. 

June  7.  Lat.  1°  05'  N.;  long.  33°  38'  W.  Cnrrent,  W.  by  S.,  1  ,-„  knots  per  hour.  Barometer,  29.85; 
temperature  of  air,  83°.     AVinds  :  E.  S.  E.,  S.  E.,  and  S.  E.  by  S.  to  S.  by  E.     Moderate,  and  fine  weather. 

June  8.  Lat.  1°  43'  N. ;  long.  31°  56'  AV.  Current,  AV.  by  N.,  1^  knots  per  hour.  Barometer,  29.85  ; 
temperature  of  air,  83°.  AVinds:  S.  by  E.,  S.,  S.  by  E.  First  and  middle  parts,  light  breezes.  Latter, 
fresh. 

June  9.  Lat.  1°  24'  N. ;  long.  32°  21'  AV.  Barometer,  29.89;  temperature  of  air,  83°.  AVinds:  S. 
S.  E.  I  E.,  S.  E.  by  S.  S.,  E.     Throughout,  moderate  breezes.      You  doii't  catch  me  here  aijain. 

June  10.  Lat.  00°  24'  S. ;  long.  33°  06'  AA".  Current,  1  ;\  knots  per  hour,  AA^.  Barometer,  29.89  ; 
temperature  of  air,  83°.  AA^inds :  S.  E.  by  E.,  S.  E.,  S.  E.  Throughout,  moderate  breezes,  and  squally. 
Strong  currents. 

June  11.  Lat.  2°  40'  S.;  long.  82°  30'  AV.  Not  much  current.  Barometer,  29.85;  temperature  of 
air,  83°.     AAHnds :  S.  E.  by  S.,  S.  E.  by  E.,  E.     Moderate  breezes. 

June  12.  Lat.  4°  54'  S. ;  long.  32°  04'  W.  Barometer,  29.90;  temperature  of  air,  84°.  AVinds: 
east,  E.  N.  E.,  E.  by  S.     Throughout,  moderate  breezes ;  stronger  in  the  night. 

June  13.  Lat.  7°  07'  S.;  long.  32°  40'  AV.  Barometer,  29.89;  temperature  of  air,  82°.  AVinds:  S. 
E.  by  S.,  S.  E.,  S.  B.  by  S.     First  part,  light  breezes  ;  middle,  and  latter,  fresh  and  squally. 


ROUTES  TO   niO,   ETC. 


483 


Route  to  Rio,  etc. — JuXE. 


I..I 

titude. 

From  New 

39° 

11' N. 

37 

34 

35 

55 

35 

00 

34 

13 

32 

30 

30 

45 

30 

00 

27 

28 

25 

00 

20 

00 

15 

00 

10 

00 

5 

00 

Equator 

1 

00  s. 

3 

00 

5 

00 

5 

34 

7 

00 

7 

58 

9 

00 

Longitude. 


York  to 

70°  00' 

65  00 

60  00 

57  17 

55  00 

50  00 

45  00 

42  54 

40  00 

87  15 

35  00 

32  50 

30  43 

28  37 

80  41 


31 
31 
32 
33 


06 
06 
46 
00 


33  36 

34  00 
84     26 


Course. 


E.S.E. 
E.S.E. 
E.  S.  E. 
E.S.E. 
PIS.E. 
E.  S.  E. 
E.S.E. 
E.S.E. 

S.E. 

S.  E. 
S.  S.  E. 
S.  S.  E. 
S.  S.  E. 
S.  S.  E. 

s.  s.  w. 


s.  s.  w. 
s.  s.  w. 
s.  s.  w. 
s.  s.  w. 
s.  s.  w. 
s.s.w. 
s.  s.  w. 


DISTANCES. 


True. 


199 
254 
259 
144 
123 
271 
276 
118 
215 
209 
325 
325 
325 
325 
325 


Per  cent. 


Average. 


WINDS;  PER  CENT. 


8693 

65 
880 
180 
37 
98 
68 
67 


10.1 

18.4 

5.9 

8.8 

2.0 

6.1 

5.8 

19.3 

15.0 

16.2 

2.6 

0.8 

2.0 

17.6 

8.8 


3.0 

5.8 
10.0 
10.0 
7.7 
6.6 
6.4 


219 
287 
272 
157 
125 
2«7 
292 
140 
247 
242 
333 
326 
331 
381 
353 


3992 

67 
138 
143 

41 
100 

67 

71 


Head. 


2.6 

5.3 

2.0 
2.2 

o!o 

0.0 
1.1 
6.7 

O    '_> 

6.0 
0.0 
0.0 
0.0 
5.8 
2.8 


0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 


SLANTS  FHOM 


N'd.  S'd. 


7.8 
w  10.7 

2.8 

6.8 

IV  10.0 

10.0 

2.1 

17.4 

(/•  22.9 

IV  13.0 

IV    9.0 

0.7 

IV    7.5 

18.2 

IV  16.1 


12.0 

28.5 
50.0 
50.0 
83.4 
27.0 
24.0 


^v 


11.4 

4.0 

v;    6.2 

IV  10.9 

0.0 

10.0 
K  17.0 

16.0 
QA 
9.0 
0.0 
0.9 
1.5 

13.8 
2.8 


0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
2.0 


Fair. 


Ciilras. 


iToLal  No. 
observa- 
tions. 


78.2 
80.0 
89.0 
80.6 
90.0 
80.0 
79.7 
59.9 
67.2 
72.0 
91.0 
99.1 
91.0 
67.7 
78.3 


88.0 
71.5 
50.0 
50.0 

78.0 
74.0 


3.1 
1.3 
1.2 

0.9 

20.0 

0.0 

19.7 

9.7 

4.2 

4.8 

1.8 

0.8 

0.0 

16.0 

0.0 


0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 


340 

300 

245 

238 

20 

30 

94 

149 

67 

100 

5(i 

116 

152 

106 


171 
21 
12 
12 
21 

O/ 

50 


If  the  wind  should,  as  it  probably  will,  head  you  ofi',  after  crossing  the  line  to  the  west  of  80°,  so  as  to 
force  you  to  leeward  of  83°  before  crossing  5°  SO'  S.,  stand  E.  for  a  few  leagues,  or  until  the  wind  hauls  so 
as  to  let  you  lay  up. 

Aim  to  cross  the  equator  near  29°;  and  do  not,  if  it  can  be  avoided,  go  to  the  cast  of  28°  30'  after 
crossing  10°  X.  The  farther  you  go  east  there,  the  more  prevalent  are  the  calms.  Endeavor  to  cross  30° 
N.  in  about  40°  \Y.,  so  you  may  get  to  25°  N.  by  a  south  course.  It  is  difficult  to  get  to  the  S.  E.  between 
those  two  parallels.  Southwest  winds  are  not  uncommon  here.  Between  10°  and  the  equator,  calms  are 
much  more  frequent  E.  of  30°  than  to  the  W.  of  30°,  and  they  become  more  prevalent  as  you  go  east.  Be- 
tween 25°  and  80°  W.,  from  3°  to  5°  X.,  are  the  calm  latitudes  in  this  month.  See  the  Charts,  Pilot  and 
Track. 

Vessels  should  aim  never  to  get  to  leeward  of  the  track  here  laid  down  after  crossing  the  line.  The 
winds  hang  obstinately  to  the  southward  in  June.  Therefore,  take  advantage  of  all  slants  for  making  east- 
ing in  south  latitude,  until  you  get  to  9°  S.  Don't  consider  yourself  too  far  eastward,  if  in  this  month  you 
cross  this  parallel  in  31°  W.     Xo  calms  obtain  in  June,  south  of  the  line,  and  between  29°  W.  and  the 


48J:  THE    WIND   AND   CURRENT   CHARTS. 

coast.  Among  1,000  observations  examined  in  this  part  of  the  ocean,  for  this  month,  not  one  cahn  is  re- 
corded. 

Between  G5°  and  70°  W.,  30°  and  33°  N.,  is  a  great  place  for  cahns  ;  also  from  25°  to  28°  N.,  between 
60°  and  G5°.  On  the  average,  you  will  carry  the  N".  E.  trades  to  8°  or  9°  N.  Equatorial  calms  are  most 
prevalent  between  6°  and  10°  N.,  and  25°  and  30°  W.  But  between  30°  and  35°  W.,  the  calms  are  most 
prevalent  between  5°  and  7°  N. 

Between  30°  and  35°  W.,  you  sometimes  get  the  S.  W.  monsoons,  and  you  are  liable  to  them  from  9° 
to  1°  N. 

S/iij>  Avdnhon  (C.  Whiting),  Boston  to  Canton,  seventeen  days  out. 

May  26,  1852.  Lat.  21°  01'  N. ;  long.  38°  34'  W.  Winds:  light,  S.  E.,  E.  S.  E.,  E.  S.  E.;  weather 
pleasant. 

May  27.     Lat.  18"  38'  N. ;  long.  37°  -iiV  W.     Wind :  fresh,  E.  by  S. ;  weather  pleasant. 

May  28.  Lat.  15°  39'  N. ;  long.  3G°  26'  W.  Winds :  fresh  and  flawy,  E.  by  S.,  E. ;  weather 
pleasant. 

May  29.  Lat.  12°  51'  N. ;  long.  35°  15'  AY.  Winds:  fresh  with  squalls,  E.,  E.  by  N.;  weather 
variable. 

May  30.  Lat.  10°  00'  N. ;  long.  33°  -13'  W.  Winds:  fresh  and  flawy,  E.  N.  E.,  E.  by  N.;  weather 
cloudy. 

May  31.     Lat.  7°  36'  N.;  long.  32°  23'  W.     Wind:  fresh,  with  squalls,  E.  by  N.  E.;  weather  hazy. 

June  1.  Lat.  6°  03'  N. ;  long.  32°  25'  W.  Winds :  fresh,  squally,  E.,  E.  S.  E.,  S.  E. ;  weather  cloudy, 
with  rain. 

Juno  2.  Lat.  -l"  -49'  N. ;  long.  32°  00'  W.  Winds :  S.  E.,  E.,  moderate,  S.  S.  E.  to  E.  Light  and 
liafifling ;  cloudy  weather. 

June  3.  Lat.  i°  31'  N. ;  long.  31°  27'  W.  Winds :  light  and  baffling  ;  N.  E.  to  E.,  N.  E.,  E.  N.  E. 
to  N. ;  weather  pleasant. 

June  4.  Lat.  3°  49'  K;  long.  31°  07'  W.  Winds:  light;  K,  N.  E.,  N.  E. ;  weather  clear  and 
pleasant. 

June  5.  Lat.  3°  28'  N. ;  long.  31°  12'  W.  Winds:  light  and  baffling;  W.  S.  W.,  S.  S.  E.,  S.;  weather 
pleasant,  passing  squalls. 

June  6.  Lat.  1°  46'  N. ;  long.  31°  52'  W.  Winds:  moderate;  S.  S.  E.,  S.  S.  E.,  S.  E. ;  weather 
pleasant. 

June  7.  Lat.  0°  02'  S. ;  long.  31°  53'  W.  Winds :  moderate  ;  S.  E.,  E.  S.  E.,  E.  S.  E. ;  weather 
pleasant. 

June  8.  Lat.  2°  14'  S. ;  long.  32°  12'  W.  Winds :  moderate ;  E.  S.  E.  to  S.  E.  by  E. ;  weather 
pleasant. 


UOIITES    TO    KIO,    ETC.  485 

Juno  9.  Lat.  3°  25'  S. ;  long.  32°  20'  W.  Winds  :  moderate ;  S.  K.,  E.  by  S.,  E.  S.  E. ;  weather  fine ; 
made  Fernando  de  IS'oronlux. 

June  10.  Lat.  3°  IG'  S. ;  long.  31°  30'  \V.  Winds:  moderate;  S.  E.,  S.  E.  by  S.,  S.  E. ;  weather 
pleasant. 

Juue  11.     Lat.  5°  20'  S. ;  long.  31°  27'  W.     Winds  :  fresh  ;  S.  E.,  S.  S.  E.,  S.  E. ;  weather  pleasant. 

tSMp  Milton  (Freeman),  Boston  to  Madras,  twenty-three  days  out. 

June  7,  1851.    Lat.  20°  31'  N. ;  long.  35°  50'  W.    Fresh  winds  with  oeeasional  squalls ;  E.  S.  E.,  S.  E. 

June  8.     Lat.  18°  55'  N. ;  long.  34°  40'  W.     Fresh  winds  and  elear  weather  ;  E.  to  E.  S.  E. 

June  9.     Lat.  16°  53'  N. ;  long.  33°  31'  W.     Fresh  breezes  and  passing  clouds;   E.  by  N. 

June  10.     Lat.  14°  48'  N. ;  long.  31°  33'  W.     Fresh  breezes  and  hazy  weather  ;  E.  by  N. 

June  11.     Lat.  12°  48'  N. ;  long.  30°  12'  W.     Fine  breezes  and  pleasant ;  E.,  E.  by  N. 

June  12.     Lat.  11°  05'  N. ;  long.  28°  23'  W.     Fine  wind  and  pleasant ;  E.  by  N. 

June  13.     Lat.  9°  16'  N. ;  long.  27°  01'  W.     Fine  breezes  and  squally  ;  E.,  E.  by  N. 

June  14.  Lat.  7°  47'  X. ;  long.  25°  48'  W.  Moderate  ;  breezes  with  occasional  .squalls  ;  E.,  E.  N.E., 
N.  E. 

June  15.     Lat.  6°  45'  N. ;  long.  25°  10'  W.     Light  airs  and  pleasant;  N.  E.,  E. 

June  10.  Lat.  5°  57'  N. ;  long.  25°  18'  W.  Light  baffling  airs;  calms,  thunder  and  lightning;  N.  E. 
baffling. 

June  17.  Lat.  5°  17'  N. ;  long.  26°  02'  W.  Light  airs  first  part ;  latter,  heavy  squalls  with  rain. 
South  ;  variable. 

June  18.  Lat.  4°  47'  N. ;  long.  25°  11'  W.  Calms  and  squalls,  first  and  middle  part;  latter  part, 
fine  weather ;  calm,  S.  by  E. 

June  19.     Lat.  3°  18'  N. ;  long.  26°  02'  W.     Gentle  breezes  and  pleasant ;  S.  by  E. 

June  20.     Lat.  1°  36'  N. ;  long.  27°  21'  W.     Fine  weather  ;  S.  S.  E. 

Juno  21.     Lat.  0°  24'  S. ;  long.  28°  26'  W.     Fine  weather  ;  S.  E. 

June  22.  Lat.  2°  52'  S. ;  long.  28°  44'  W.  Fine  weather ;  moderate  breezes  ;  S.  E.  by  E.,  S.  E.  by  S., 
S.  E. 

June  23.     Lat.  5°  17'  S. ;  long.  28°  54'  W.     Fine  weather  ;  S.  E. 

/6i7«}j  Mf^scnijer  (Frank  Smith),  Xew  York  to  Califoi'nia,  eleven  days  out. 

June  13,  1852.  Lat.  19°  37'  N. ;  long.  38°  46'  W.  Winds:  east  throughout.  First  part,  fine  winds 
and  weather ;  middle  and  latter  parts,  light  and  S(j^ually. 

June  14.  Lat.  16°  18' N. ;  long.  38°  44'.  Moderate  breeze,  E.  S.  E.,  S.  E.  by  E.,  E.  S.  E.  Occasional 
squalls. 

June  15.  Lat.  13°  30'  N. ;  long.  36°  44'  W.  First  part,  light  breezes  and  squally  ;  latter,  moderate 
and  fair,  E.,  E.  to  E.  by  N.,  E.N.  E. 


4SG  THE  WIND  AND  CURRENT  CHARTS. 

June  10.  Lat.  11°  00'  N. ;  long.  34:°  39'  W.  First  part,  fine  breezes  ;  mitUle  and  latter,  light,  at  E. 
by  N.  throughout. 

June  17.     Lat.  9°  00'  N. ;  long.  31°  49'  ^Y.  Light  Avinds  and  fair  weather,  E.  by  N.  to  E.  N.  E. 

June  18.  Lat.  7°  18'  N. ;  long.  30°  24'  "\Y.  First  part,  moderate  breezes;  latter,  baflliug  airs  and 
calms;  E.K.  E.;  northerh^  baflling. 

June  19.  Lat.  7°  08'  N. ;  long.  29°  50'  W.  First  part,  calm  and  cloudy;  latter  part,  light  breeze 
from  southward. 

June  20.  Lat.  G°  28'  N. ;  long.  29°  10'  W.  First  part,  light  airs,  S.  by  W.,  and  clear;  middle  and 
latter  part,  calm  with  heavy  rain. 

June  21.  Lat.  5°  51'  N.;  long.  25°  43'  W.  First  part,  calm  with  showers;  middle  and  latter,  light 
breeze,  S.  by  W.,  S.  S.  W.                     ■                   .... 

June  22.     Lat.  4°  27'  N. ;  long.  27°  53'  W.  Moderate  breezes  and  clear ;  S.  by  W.,  S.,  S.  by  E. 

June  23.     Lat.  3°  2(3'  N. ;  long.  29°  20'  W.  Very  light  airs  and  calms  ;  S.  by  E.,  calm,  S. 

June  24.     Lat.  2°  25'  N. ;  long.  81°  05'  W.  Light  airs  ;  S.  by  E.,  calm,  S.  S.  E. 

June  25.     Lat.  0°  30'  N. ;  long.  81°  54'  AY.  Light  breezes;  S.  S.  E.,  S.  E.  by  S.,  S.  E.  to  S.  E.  by  E. 

June  26.     Lat.  2°  12'  S. ;  long.  81°  50'  W.  Moderate  breezes  and  squally,  S.  E.  by  E.,  E.  S.E. 

June  27.  Lat.  5°  04'  S. ;  long.  32°  40'  W.  Light  winds  in  first  and  middle  parts,  S.  E.  by  E. ;  latter 
part,  fine  breezes,  S.  E.  by  E. 

Ship  Eliza  Mallory  (John  E.  Williams),  New  York  to  San  Francisco,  sixteen  days  out. 

June  4,  1852.  Lat.  21°  24' N. ;  long.  35°  14' W.  Barometer,  80.05  ;  temperature  of  air,  78.  Winds: 
E.,  E.  N.  E.,  E.  N.  E.     Light  and  baffling. 

June  5.  Lat.  18°  33'  N. ;  long.  84°  00'  W.  Barometer,  30.00;  temperature  of  air,  78°.  Winds: 
E.  N.E.,  E.,  E.     First  part,  light  breezes;  middle  and  latter,  strong.     Came  through  a  tide  rip. 

June  6.  Lat.  15°  47'  N. ;  long.  32°  89'  W.  Barometer,  29.95;  temperature  of  air,  78°.  Winds: 
E.N. E.,  E.,  E.by  S.     First  part,  strong  breezes  ;  middle  and  latter,  squally. 

June  7.  Lat.  12°  50'  N. ;  long.  81°  10'  W.  Barometer,  29.95;  temperature  of  air,  78°.  Winds: 
E.  S.  E.,  E.,  E.  N.E.     Strong  breezes. 

June  8.  Lat.  10°  27'  N. ;  long.  30°  08'  W.  Barometer,  29.9  ;  temperature  of  air,  78°.  Wind  :  east. 
Strong  breezes  and  rain  squalls.     Came  through  tide  rips.     Current  setting  to  the  eastward. 

June  9.  Lat.  7°  54'  N. ;  long.  29°  8'  W.  Current,  eastwardly.  Barometer,  29.9 ;  temperature  of 
air,  82°.     Winds:  E.  by  N.     Strong  breezes. 

June  10.  Lat.  7°  8'  N. ;  long.  28°  40' W.  Current,  to  the  eastward.  Barometer,  29.9;  tempera- 
ture of  air,  82°.  Winds :  E.  N.  E.,  and  calm.  First  part,  strong,  with  rain  squalls ;  middle  and  latter, 
calm  and  rainy. 

June  11.     No  observation.     Current,  to  the  eastward.     Barometer,  29.9;   temperature  of  air,   78°. 


ROUTES   TO    KIO,    ETC.  487 

"Winds:  S.  S.  W.,  and  baffling.  First  part,  squalls  from  S.  W. ;  middle  and  latter,  rain  squalls  from  all 
quarters. 

June  12.  Lat.  G°  40'  N. ;  long.  27°  23'  \V.  Eastcrl}^  current.  Barometer,  29.9  ;  temperature  of  air, 
78°.     Winds:  S.  W.     Wind  baffling  from  west  to  S.  W.,  witli  rain  squalls.     Heavy  sea  from  S.  W. 

June  13.  Lat.  0°  N. ;  long.  27°  22' W.  Easterly  current.  Barometer,  29.95;  temperature  of  air, 
82°.     Wind:  S.  W.;  calm,  S.  E.     Eirst  part,  rain  squalls;  middle,  calm;  latter,  liglit. 

June  14.  Lat.  5°  18'  K ;  long.  27°  21' W.  Barometer,  29.90.  Temperature  of  air,  80°.  Wind: 
S.  E.     First  part,  light ;  middle  and  latter,  light  and  squally. 

June  15.  Lat.  3°  45'  N". ;  long.  28°  30'  W.  Barometer,  29.9 ;  temperature  of  air,  82°.  Winds : 
S.  S.  E.,  S.  S.  E.,  S.  by  E.     First  part,  light  and  rainy  ;  middle,  squally  ;  latter,  strong. 

June  16.  Lat.  2°  N. ;  long.  80°  30'  W.  Barometer,  29.9;  temperature  of  air,  80°.  Winds:  S.  by 
K.,  S.  E.  by  S.,  S.  S.  E.     First  part,  strong;  middle  and  latter,  moderate. 

June  17.  Lat.  1°  40'  N. ;  long.  31°  37'  W.  Westerly  current.  Barometer,  29.9  ;  temperature  of  air, 
81°.     Wind:  S.  S. E.     Light  winds.     At  8  A.  M.  came  through  a  tide  rip. 

June  18.  Lat.  2°  N.;  long.  30°  54'  W.  Westerly  current.  Barometer,  30;  temperature  of  air,  80°. 
Winds :  baffling,  S.  S.  E.,  S.  S.  E.     Strong  current  going  to  the  westward.     Tacked  to  the  eastward. 

June  19.  Lat.  15'  S. ;  long.  31°  13'  W.  Westerly  current.  Barometer,  30;  temperature  of  air,  80°. 
Winds:  S. E.  by  S.,  S. E.,  S. E.  by  E.;  light.     Tacked  ship;  came  through  tide  rips. 

Ship  N'.  B.  Palmer  (C.  P.  Low),  New  York  to  San  Francisco,  thirteen  days  out. 

June  4,  1852.  Lat.  22°  3'  N.;  long.  32°  29'  W.  Barometer,  30.30.  Winds:  north,  N.E.,  and 
E.  S.  E.     Moderate  breeze  and  pleasant. 

June  5.     Lat.  18°  14'  N. ;  long.  31°  24'  \X.     Barometer,  30.30.     Wind:  E.  S.  E. 

June  6.     Lat.  14°  21' N.;  long.  29°  48' W.     Barometer,  30.30.     Wind:E.S.E.     Bleasant  trades. 

June  7.     Lat.  11°  16' K;  long.  28°  28' W^     Barometer,  30.20.     W^ind:E.  byS.     Pleasant  trades. 

June  8.  Lat.  8°  44' N.;  long.  26°  54'  W.  Barometer,  30.20.  Wind:  E.  by  S.  Pleasant  trades. 
At  2  A.  M.  came  up  with  and  passed  the  clipper  ship  Gazelle,  which  sailed  6  da3's  before  us. 

June  9.  Lat.  7°  82' K;  long.  26°  30'  W.  Barometer,  30.20.  W^inds:  E.  by  S.  Light  airs  and 
calms.     Gazelle  twelve  miles  astern. 

June  10.  Lat.  7°  20'  N. ;  long.  25°  52'  W.  Barometer,  80.30.  Winds:  E.,  S.,  N.  Light  airs 
and  calms. 

June  11.  Lat.  6°  30'  N. ;  long.  24°  55'  W.  Barometer,  80.30.  Winds:  S.,  S.  S.  W.,  S.  S.  E.  Light 
airs  and  calms. 

June  12.  Lat.  5°  49' X.;  long.  25°  14'  W.  Barometer,  30.1.  W^inds:  S.  S.  E.  Light  airs  and 
calms. 

June  13.  Lat.  8°  45'  N. ;  long.  26°  40'  W.  Barometer,  30.1.  Winds :  S.  by  E.,  S.  S.  E.,  S.  E.  by  S. 
Moderate  breezes  from  S.  to  S.  E.  by  S.     Gazelle  out  of  sight  astern. 


488  THE   WIND   AXD   CURRENT   CHARTS. 

June  14.     Lat.  1°  16'  N. ;  long.  28°  10'  W.     Barometer,  30.20.     Wind:  S.  S.E.     Moderate  breezes. 
June  15.     Lat.  1°  28'  i^.;    long.  29°  32'  W.      BaroTuetcr,  30.30.      Wind:    S.E.  by  S.      Moderate 
breezes,  and  cloudy. 

June  16.     Lat.  4°  24'  S. ;  long.  30°  38'  W.     Barometer,  30.30.     Wind:  E.  S.  E. 

Ship  Oneidti  (William  A.  Creesy),  New  York  to  China,  nineteen  days  out. 

June  6,  1852.  Lat.  15°  53'  N. ;  long.  31°  25'  W.  Barometer,  80.00;  temperature  of  air,  75°;  of 
water,  75°.     Winds :  E.  by  S.,  E.  by  S.,  E.  by  S.     Eresh  breezes  and  hazy  weather ;  sun  obscured. 

June  7.  Lat.  12°  49'  N. ;  long.  30°  37'  W.  Barometer,  30 ;  temperature  of  air,  76°  ;  of  water,  75°. 
Winds :  E.,  E.,  E.     Moderate  breezes,  and  squally,  with  showers  of  rain  ;  heavy  dew. 

June  8.  Lat.  10°  31'  N. ;  long.  29°  20'  W.  Barometer,  29.95  ;  temperature  of  air,  76°  ;  of  water,  75°. 
Winds :  E.,  E.,  E.,  gentle.     Night-showers ;  latter  pleasant.     S.  E.  sea. 

June  9.  Lat.  8°  3'  N.;  long.  27°  50'  W.  Barometer,  29.95;  temperature  of  air,  82°;  of  water,  79°. 
Winds :  E.,  E.  by  N.,  E.  by  N.     Overcast;  heavy  clouds  hanging  at  the  S.  E.  and  S.     Ends  rainy. 

June  10.  Lat.  7°  16'  N. ;  long.  27°  40'  W.  Barometer,  29.95 ;  temperature  of  air,  77° ;  of  water,  80°. 
Winds:  E.,  calm,  calm.  Heavy  rains;  frequent  airs  from  all  points,  but  generally  calm.  Saw  a  ship, 
apparently  a  clipper,  bound  same  way. 

June  11.  Lat.  6°  58'  N.;  long.  27°  30'  W.  Barometer,  29.95  ;  temperature  of  air,  81°  ;  of  water,  81°. 
Winds:  calm,  S.,  S.  E.,  light  airs  from  S.  to  S.  E.,  and  S.  W.,  and  calm,  with  heavy  rains.  Ends  pleasant. 
Signalized  shipi  Tartar,  from  New  York,  May  12,  for  Canton. 

June  12.  Lat.  6°  18'  N. ;  long.  27°  5'  W.  Barometer,  29.95  ;  temperature  of  air,  79° ;  of  water,  81°. 
Winds:  calm  N.  N.  W.,  calm  N.  N.  W.,  calm,  calm,  most  of  the  time.  Cats-paws  from  all  points;  frequent 
2'ains. 

June  13.  Lat.  5°  34'  N.;  long.  26°  41'  W.  Barometer,  29.95;  temperature  of  air,  82°;  of  water, 
81°.     Winds:  calm,  calm,  S.  E. ;  first  and  second  calm,  baffling,  and  rainy;  latter,  light  airs  from  S.  E. 

June  14.  Lat.  4°  44'  N. ;  long.  26°  50'  W.  Barometer,  29.95  ;  temperature  of  air,  82° ;  of  water,  81°. 
Winds:  S. E.,  calm,  S.  E. ;  first  and  second,  pleasant;  latter,  hanging  squalls  and  rains. 

June  15.  Lat.  3°  10'  N. ;  long.  27°  49'  W.  Barometer,  29.95 ;  temperature  of  air,  79°  ;  of  water,  81°. 
Winds:  S.  S.  E.,  S.  S.  E.,  S.  S.  E.;  first  part,  rainy  and  squally;  night  and  morning,  steady  trades. 

June  16.  Lat.  57'  N.;  long.  29°  28  W.  Barometer,  29.95;  temperature  of  air,  80°;  of  water,  80°. 
Winds :  S.  S.  E.,  S.  E.,  S.  S.  E. ;  pleasant,  with  gentle  breezes.  Made  Saint  Paul's  Rocks  E.  by  S.,  four  or 
five  miles.  ■  ;      ■  .  .'..•'. 

June  17.  Lat.  1°  S.;  long.  30°  11'  W.  Barometer,  29.95;  temperature  of  air,  79°  ;  of  water,  77°. 
Winds:  S.  E.  by  S.,  S.  E.,  S.  E.     Pleasant,  with  gentle  breezes  at  times,  approximating  to  a  calm. 

June  18.  Lat.  2°  46'  S. ;  long.  30°  25'  W.  Current,  E.  N.  E.,  half  knot  per  hour.  Barometer,  29.95 ; 
temperature  of  air,  79°  ;  of  water,  79°.  Winds :  S.  E.,  E.  S.  E.,  E.  S.  E.;  first  and  second  very  light ;  latter, 
brisk  breezes,  squally  appearances. 


ROUTIOS    TO    KIO,    ETC. 


489 


June  19.  J.at.  4°  2G'  S. ;  long.  30°  45'  W.  Iku-oiiictcr,  29.95;  temperature  ol'air,  79;  of  water,  79°. 
Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  E.     S([\ially,  with  slunvens  of  rain.     Stood  cast  twenty  miles. 

June  20.  Lat.  7°  S.;  long.  32°  11'  W.  Barometer,  30;  temperature  of  air,  80°;  of  water,  79°. 
Winds:  S.  S. E.,  E.  by  S.,  S.  S.  E.     Brisic  bree;^es,  and  line.     Flying  lish. 

Juno  21.  Lat.  9°  2'  S.;  long.  33°  55'  W.  Curnnit,  half  knot  per  hour,  llarometer,  30;  temperature 
of  air,  80°;  of  water,  79.     AVinds:  S.  S.  E.,  S.  S.  E.,  S.  S.  E.     ISrisk  breezes,  and  eloudy  tlirongliout. 


liutile  No.  1 

it)  Jiio,  dx. — 

-Jul  A". 

(EoJ{  FAST   Vk.SSKI.S.) 

DISTANCES. 

WINDS;  PER  CENT. 

Lijiigi 

tudo. 

Course. 

Total  No. 

Latitude. 

observa- 

True^ 

I'er  ccut. 

.Vverngc. 

Head. 

SLANTS 

FROM 

Fair. 

Calms. 

tions. 

N'd  01-  E'd. 

S'd  or  W'd. 

From  Sandy 

Hook 

to 

39°  11' N. 

70° 

00' 

E.S.E. 

199 

11.4 

222 

2.2 

11.8 

10.8 

75.2 

4.0 

310 

37     33 

65 

00 

E.  S.  E. 

256 

5.4 

269 

0.2 

8.2 

6.5 

85.1 

10.7 

411 

35     54 

60 

00 

E.  S.  E. 

259 

7.7 

278 

2.6 

4.7 

6.9 

85.8 

7.5 

234 

35     00 

57 

21 

E.S.E. 

141 

5.3 

148 

0.4 

4.7 

IV    7.9 

87.9 

3.4 

256 

34     12 

55 

00 

E.S.E. 

126 

19.2 

150 

6.2 

■IV  18.5 

10.8 

64.5 

12.2 

65 

32     28 

50 

00 

E.  S.  E. 

272 

20.6 

297 

7.2 

9.6 

w  22.8 

60.2 

0.0 

84 

30    00 

50 

00 

S. 

148 

14.4 

173 

1.7 

■w  19.9 

17.4 

61.0 

1.7 

116 

25     00 

50 

00 

s. 

300 

10.6 

352 

5.3 

w  10.5 

0.0 

84.2 

5.0 

19 

20     24 

45 

00 

S.  E. 

390 

3.5 

402 

0.0 

IV    0.0 

17.4 

82.6 

0.0 

23 

20     00 

44 

34 

s.  1*:. 

34 

5.1 

36 

0.0 

2V  18.0 

0.0 

82.0 

0.0 

28 

15    40 

40 

00 

S.  E. 

368 

5.8 

389 

0.0 

IV  28.7 

0.0 

71.3 

0.0 

28 

15     00 

39 

10 

S.  E. 

57 

11.5 

57 

0.0 

w    1.4 

0.0 

98.6 

0.0 

72 

10    48 

35 

00 

S.E. 

356 

5.9 

377 

0.0 

10  25.0 

0.0 

75.0 

7.2 

64 

10     00 

34 

40 

S.  S.  E. 

52 

6.4 

55 

1.0 

IV    8.2 

1.0 

89.8 

5.8 

98 

8     06 

30 

00 

E.S.E. 

299 

11.7 

334 

1.0 

w  18.6 

15.5 

61.9 

13.4 

97 

t;    03 

25 

00 

E.  S.  E. 

322 

14.2 

367 

2.4 

15.6 

tu  18.0 

64.0) 

10.7 

l(i7 

5     00 

25 

26 

S.  S.  W. 

68 

29.8 

88 

8.4 

20  35.4 

12.6 

44.6^ 

Equator 

27 

30 

S.S.W. 

325 

7.4 

348 

1.3 

IV  21.9 

0.0 

76.8 

0.0 

78 

3972 

4322 

3     36  S. 

29 

00 

S.S.W. 

234 

6.9 

348 

2.0 

w  21.0 

2.0 

75.0 

0.0 

401 

4     36 

30 

tio 

S.  W. 

85 

0.0 

85 

0.0 

w  39.8 

0.9 

69.2 

0.0 

35 

5     00 

30 

10 

s.  s.  w. 

26 

2.9 

27 

0.0 

14.2 

0.0 

85.8 

o.<:» 

21 

5     50 

31 

00 

s.w. 

70 

0.0 

70 

0.0 

0.0 

0.0 

100.0 

0.0 

33 

7     00 

31 

30 

S.S.W. 

76 

5.0 

80 

0.0 

24.9 

0.0 

75.1 

0.0 

12 

7     30 

32 

00 

s.w. 

42 

0.6 

42 

0.0 

3.4 

0.0 

96.6 

0.0 

29 

8     29 

33 

00 

s.w. 

84 

2.9 

86 

0.0 

14.4 

0.0 

85.6 

0.0 

21 

9     00 

33 

51 

s.  w. 

44 

1.9 

45 

0.0 

9.6 

0.0 

90.4 

0.0 

42 

10     14 

34 

00 

s.  s.  w. 

80 

7.2 

86 

0.0 

26.0 

0.0 

74.0 

5.0 

39 

11     00 

34 

19 

S.S.W. 

50 

4.2 

52 

0.0 

23.4 

0.0 

76.6 

0.0 

39 

The  difficulties  for  this  month  consist  in  calms  and  baflling  winds,  in  certain  regions,  which  it  is  neces- 
sary to  avoid.     I  have  therefore  given  two  tracks  for  this  mouth,  viz:  One  for  bold  navigators  and  flist- 
sailing  vessels,  that  can  lay  up  within  six  points  of  the  wind;  and  the  other  for  dull  saders,  that  cannot 
do  well  close-hauled.     Both  tracks  avoid  the  calms  of  the  Horse  Latitudes. 
62 


490  THE   AVIND   AND   CUERENT   CHARTS. 

There  is  not  nuicli  difference  between  them  as  tliey  are  here  given,  in  point  of  average  sailing  distance. 
The  difl'erence  consists  in  better  working  breezes  by  ronte  No.  1,  than  the  other,  and  I  now  confine  myself] 
to  this  route,  viz:  No.  1. 

In  taking  this  route,  if  you  keep  much  to  the  east  of  the  track,  say  between  the  parallels  of  35°  and 
80°  N.,  you  will  get  into  the  calms  of  the  Ilorsc  Latitudes.  See,  by  the  Trade- Wind-Charts,  where  these 
calms  most  prevail  along  this  route,  and  at  this  season. 

After  reaching  the  meridian  of  50°  W.,  .south  is  given  as  the  course  which  a  vessel  will  n:iake  on  the 
avercuje  thence  to  the  parallel  of  25°. 

But  it  should  be  recollected  that  the  tracks  given  in  these  Directions,  and  which  every  navigator  who 
intends  to  be  guided  Ijy  them  is  recommended  to  project  on  his  cliart,  are  in  no  case  the  track  which  the 
vessel  herself  is  expected  actually  to  make.  Suppose  a  large  number  of  vessels  at  different  times  should 
take  this  route  as  their  guide,  the  mean  of  all  their  tracks  would  be  represented  by  the  route  which  I  re- 
commend ;  though  perhaps  it  would  not  represent  the  track  of  a  single  vessel  taken  separately.  Some 
would  be  on  one  side,  some  on  another;  some  would  cross  it  in  one  place  and  some  in  another. 

It  is  difficult  to  get  navigators  to  comprehend  this.  Many  of  them  think  that,  to  go  the  routes  re- 
commended by  me,  they  must  actually  run  on  the  lines  whicli  I  have  drawn  to  serve  merely  as  guides  for 
them,  and  for  the  purpose  of  my  own  convenience  in  illustration. 

Vessels  that  attempt  to  follow  these  routes  will  sometimes  find  themselves  hundreds  of  miles  on  one 
side  or  the  other  of  the  track,  as  projected;  and  when  they  find  themselves  so  driven  off  from  the  track  as 
laid  down  in  the  books,  they  should  not  attempt  to  get  back  upon  the  line  itself,  as  though  it  were  a  channel- 
way,  but  taking  the  direction  in  which  it  lies  as  a  guide,  and  consulting  the  Charts  with  which  they  are 
supplied,  they  should  shape  their  course  and  be  governed  accordingly. 

Every  track  that  I  have  drawn  shows  that  head  winds  may  be  expected  along  it;  and  when  these  head 
winds  are  encountered,  the  vessel  so  encountering  must  expect  to  be  turned  aside;  and  whether  she  should 
beat  or  not,  or  stand  off  altogether  upon  this  or  that  track,  the  master  must  decide ;  and  he  should  bo 
governed  in  his  decision  by  the  Sailinr/  Directions  and  the  Charts  themselves. 

With  this  general  explanation  for  ail  the  routes,  navigators  who  try  this  July  route  Avill  perceive  that 
I  do  not  I'ecommend  that  they  should,  after  reaching  the  meridian  of  50°  AY.,  actually  stretch  away  due 
south  for  500  miles  until  they  reach  the  parallel  of  25°  N".,  where  the  wind  will  allow  them  to  lay  up  to  the 
southward  and  eastward. 

Suppose  that  a  vessel  on  this  route  should,  on  reaching  the  meridian  of  50°,  near  lat.  32°  28',  have  the 
wind  to  come  out  from  S.  E. — as  she  will  find  it  to  do,  on  the  average,  12  times  in  100— she  should  not  in 
this  case  stand  to  the  northward  and  eastward,  because  she  would  then  run  up  into  a  part  of  the  ocean 
where  the  calms  and  light  airs  of  the  Horse  Latitudes  are  most  vexatious.  If  she  cannot  lie  south,  she 
should  stand  down  to  the  soulhwaixl  and  westward  until  the  wind  hauls,  or  until  she  can  reach  the 
parallel  of  31°,  and  then  go  about,  taking  care  not  to  recross  the  parallel  of  32°  to  the  west  of  45°. 

After  crossing  30°  N.,  strive  not  to  fall  -to  the  westward  of  the  projected  track.     Consider  yourself  in 


KouTKs  TO  nro,  etc. 


491 


the  best  possible  position  if  you  can  cross  the  parallel  of  25°  N.  between  -10°  and  45°.  or  the  parallel  (jf  20° 
between  35°  and  40°.  From  cither  of  lliese  po.silions,  you  will  have  no  diniculty  in  reaehing-  the  meridian 
of  30°  or  .j1°  between  the  })arallels  of  9°  and  12°  N.,  wlicre  yon  will  lose  the  N.  K.  trades;  you  will  then 
take  the  equatorial  calms,  and  they  may  hang  on  you  obstinately,  //  yo"  rjo  tmi.cli  furllitr  to  l/ie  fast:  but  you 
will  seldom  or  never  carr}-  them  with  you  below  G°  X.  Cross  0°  N.  bv  the  shortest  possible  course. 
Losing  these  calms,  you  will  generally  get  the  S.  E.  trades ;  for  t(j  the  west  of  30°,  the  S.  W.  monsoons 
seldom  blow — though  they  do  sometimes;  to  the  east  of  30°  they  blow  quite  constantly  in  July.  To 
the  east  of  30°,  the  equatorial  calms  prevail  from  15°  N.  to  80°  N.;  and  you  will  be  liable  to  the  S.  \Y. 
monsoons  from  11°  to  2°  N.  Hence,  you  will  observe  that  it  is  important  you  should,  if  the  winds  will 
allow  you,  cross  the  equatorial  doldrums  about  30°  \V.,  and  not  go  farther  east  than  27  if  you  can  pos- 
sibly avoid  it. 

After  crossing  the  line  and  getting  the  S.  E.  trades,  if  you  should  find  yourself  unable  to  clear  the 
land,  stand  on  boldly  to  the  southward,  unless  the  wind  should  slant  so  as  to  allow  you  to  lay  well  up  to 
the  eastward  on  the  other  tack,  until  you  cross  5°  S.  to  the  west  of  33°.  Between  this  parallel  and  9°  S. 
3'on  can  make  either  a  south  or  an  east  course  good  on  the  average  twice  out  of  three,  and  in  some  regions 
three  times  in  four ;  or  even  when  you  get  near  the  land,  four  times  in  five.  It  is  better  to  take  the  chances 
of  these  slants,  than  it  is  to  attempt  to  make  your  easting  in  the  d(.>ldrums  north  of  the  line.  If  a  vessel 
strike  these  calms  to  the  east  of  27°  west,  she  may  consider  herself  lucky  if  she  gets  clear  of  them  in  less 
than  a  week  or  ten  days.     Don't  fear  to  pass  west  of  Fernando  de  Noronha. 

July  is  an  unfavorable  month  for  quick  passages,  let  a  vessel  take  what  route  she  will. 


Route  i\ 

"o.  2,  to 

7?/'),  ( 

Cr.— July. 

DISTANCES 

WINDS;  PER  CENT. 

itude. 

Long 

itude. 

Coiirse. 

Total  No. 

La 

SLANTS  FROM 

observa- 

Direct. 

Per  cent. 

Fair. 

Calms. 

tions. 

True.  Head. 

N'd  or  EM. 

S\l  or  Wd. 

From  Sand  V 

Hool, 

:  to 

39° 

11' N. 

70° 

00' 

E.  S.  E. 

199 

11.4 

222 

2.2 

11.8 

10.8 

75.2 

4.0 

310 

37 

33 

65 

00 

E.  S.  E. 

256 

5.4 

269 

0/2 

8.2 

6.5 

85.1 

10.7 

411 

37 

33 

60 

00 

E. 

238 

9.0 

259 

3.4 

lu    8.6 

5.2 

82.8 

7.5 

234 

37 

33 

55 

00 

.     E. 

238 

9.0 

259 

4.3 

3.0 

^v    6.3 

85.0 

3.4 

256 

37 

33 

50 

00 

E. 

238 

6.7 

254 

1.1 

4.9 

w    9.0 

84.1 

5.8 

262 

37 

33 

45 

00 

E. 

238 

8.2 

257 

2.9 

1.2 

to  10.2 

85.7 

2.8 

243 

35 

54 

40 

GO 

E.  S.  E. 

259 

5.9 

274 

1.6 

2.0 

lU  11.1 

85.3 

3.3 

244 

35 

00 

38 

54 

S.E. 

77 

14.9 

88 

3.6 

9.0 

tv  19.5 

67.9 

5.5 

329 

31 

41 

35 

00 

S.E. 

274 

9.6 

300 

1.0 

to  16.0 

10.0 

73.0 

3.8 

100 

30 

00 

34 

09 

S.S.E. 

115 

6.2 

122 

0.0 

tv  17.6 

11.0 

71.4 

8.3 

46 

25 

00 

31 

49 

S.S.E. 

325 

8.5 

352 

3.0 

7.0 

8.0 

82.0 

3.0 

98 

21 

00 

30 

00 

S.  S.  E. 

260 

0.3 

261 

0.0 

1.5 

0.0 

98.5 

0.0 

130 

20 

00 

29 

34 

S.S.E. 

65 

0.3 

65 

0.0 

0.0 

2.1 

97.9 

1.4 

142 

15 

00 

27 

24 

S.  S.  E. 

325 

0.5 

327 

0.0 

2.5 

0.0 

97.5 

1.8 

163 

10 

00 

25 

17 

S.S.E. 

325 

4.3 

339 

0.6 

IV    8.2 

5.2 

86.0 

9.2 

158 

Thence 

S.orS.S.E. 

to  intersection 

of  track  J 

To.l. 

492  THE  WIND  AND  CURRENT  CHARTS. 

This  route  is  intended  for  dull  sailers  and  timid  navigators.  Do  not  cross  35°  N.,  to  tlie  west  of  45°; 
nor  33°  N.,  to  the  west  of  40°.  After  crossing  30°  N.  in  about  33°,  you  have,  as  the  track  shows,  all  the 
chances  nearly  of  fair  Avinds  in  your  favor,  until  you  get  between  13°  and  8°  N. ;  between  which  parallels, 
if  you  be  between  the  meridians  of  25°  and  3U°,  vou  may  expect  to  lose  the  N.  B.  trades,  and  then  to 
contend  with  southerly  winds,  light  airs,  and  calms  (if  between  these  two  meridians),  till  you  get  between 
5°  and  2°  jST.,  where  the  S.  E.  trades  will  bo  found.  The  getting  from  the  IST.  E.  into  the  S.  E.  trades  is 
the  difficult  jiart  of  the  passage,  and  the  flxrther  you  go  east,  the  more  difficult  this  is.  In  July,  you  can 
carry  the  N.  E.  trades  two  or  three  degrees  farther  down,  by  keeping  between  the  meridians  of  30°  and  35°, 
than  you  are  liable  to  do  between  the  meridians  of  25°  and  30°.  In  like  manner,  you  will  get  the  S.  E. 
trades  farther  to  the  nortli  lietween  the  two  fn-mcr,  than  you  will  between  the  two  latter  meridians.  And 
in  this  fact  is  the  great  secret  of  the  advantage  to  bo  gained  by  keeping  to  the  west. 

tShij}  Albany  (L.  B.  Gorham),  from  New  York  to  San  Francisco,  twenty-one  days  out. 

June  24,  1852.  Lat.  20°  04'  N.;  long.  40°  29'  W.  Winds:  E.  by  K,  E.  by  N.,  E.  by  N.  Fine 
breezes  and  weather. 

June  25.  Lat.  19°  14'  N. ;  long.  39°  30'  W.  Winds:  E.,  and  E.  by  N.  Moderate  breezes  and  pass- 
ing clouds. 

June  26.     Ko  observation.     Wind :  E.  by  N.     Fresh  breezes,  with  fresh  squalls  of  rain. 

June  27.     Lat.  15°  43'  N. ;  long.  36°  45'  AV.     Wind  :  E.  by  N.     Fresh  breezes  and  squally. 

June  28.     Lat.  14°  08' ;  long.  35°  00'  W.     Wind:  E.  N.  E.     Moderate  breezes  with  fresh  squalls. 

June  29.     Lat.  12°  53'  N. ;  long.  33°  25'  W.     Wind :  E.  by  N.     Squally  with  rain. 

June  30.     Lat.  11°  27' K  ;  long.  31°  30' W.     AVind:  E.  N.  E.     Moderate  breezes  and  pleasant. 

July  1.     Lat.  9°  57'  N. ;  long.  27°  32'  W.     AVind:  E.  N.  E.     Fine  breezes  and  clear  weather. 

July  2.  Lat.  9°  07'  N.;  long.  29°  13'  AY.  AYinds:  N.  E.  to  S.  E.  Light,  variable  winds,  and  calm 
with  rain. 

[This  ship  is  now  entering  the  doldrums,  and  the  region  of  southwardly  monsoons.  That  tack  is 
the  best,  which,  under  these  circumstances,  would  enable  her  to  make  most  southing.  She  was  baffled  in 
this  region  until  the  19th,  seventeen  days;  for  it  was  not  until  the  19th  that  she  cleared  the  rains  which 
mark  this  region.] 

July  3.  Lat.  8°  59'  N. ;  long.  28°  l(i'  AY.  AYinds:  variable,  S.,  and  S.  liy  AY.  Light  air  and  squally, 
with  rain. 

July  4.     Lat.  8°  38'  N. ,  long.  27°  00'  AY.     AA'ind :  S.  S.  W.     Light  breezes  and  fine  weather. 

July  5.     Lat.  7°  40'  N. ;  long.  26°  00'  ^V.     AYinds:  S.  AY.,  calm,  and  S.  AY. ;  light  airs  and  calm. 

July  G.  Lat.  6°  53'  N.;  long.  29°  39'  AY.  AVinds:  S.  AY.  by  S.,  S.  S.  W.,  and  S. ;  moderate  and 
passing  clouds. 

July  7.     Lat.  6°  07'  N. ;  long.  26°  10'  AY.     AVinds:  S.  S.  E.,  S.  E.  by  S. ;  light  and  liazy. 


ROI-TES   TO    niO,    KTC.  403 

July  8.  Lat.  5°  07'  N.;  long.  2G°  12'  \V.  Winds:  S.  S.  E.,  S.  S.  E.,  S.  E.  by  S.;  moderate  and 
clear. 

July  9.     Lat.  -1°  Oi'  K ;  long.  26°  57'  W.  Wind:  S.  E.  l.y  S. ;  moderate  and  cK-ar. 

July  10.     Lat.  8°  24'  N. ;  long.  28°  25'  AV.  AVind :  S.  E.  liy  S. ;  gentle  breezes  and  fine  wcatlier. 

July  11.     Lat.  3°  42'  N. ;  long.  28°  00'  W.  Wind  :  S.  S.  W. ;  moderate  and  eloudy. 

July  12.     Lat.  4°  04'  N. ;  long.  27°  00'  W.  Wind:  S.  by  W.  to  S.;  moderate  and  cloudy. 

July  18.  Lat.  3°  21'  N. ;  long.  27°  28'  W.  AVinds :  S.,  S.  S.  E.,  S.  E.  by  S. ;  moderate  and  plt-asant 
^\■eatber. 

July  14.  Lat.  2°  01'  N. ;  long.  28°  40'  W.  Winds:  S.  E.  by  S.,  S.  E.,  ,S.  E.  by  E. ;  gentle  breezes 
and  pleasant. 

July  15.  Lat.  1°  38'  N.;  long.  29°  45'  W.  Winds:  S.  E.,  S.  E.  and  S.  by  E.;  gentle  and  ligbt  airs, 
and  fine  weather. 

July  IC.     Lat.  2°  04'  N. ;  long.  29°  30'  W.  AVinds:  S.  S.  E.,  S.  by  E.,  and  S. ;  light  breeze  and  clear. 

July  17.  Lat.  2°  24'  N.;  long.  29°  25'  W.  Winds:  S.,  S.  S.  E.,  S.  E.  byS.;  light  winds  and 
clear. 

July  18.  Lat.  2°  42'  K;  long.  29°  20'  W.  Winds:  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  E.;  light  breeze 
and  squally  with  rain  ;  latter  part,  fine  breezes  and  clear. 

July  19.  Lat.  1°  03'  N.;  long.  30°  20'  W.  Winds:  E.  S.  E.,  S.  E.,  S.  E.  by  E.;  moderate  breezes 
and  clear. 

July  20.     Lat.  0°  57'  S. :  long.  31°  05'  W.  Winds :  S.  E.,  and  E.  S.  E. ;  moderate  and  clear. 

July  21.     Lat.  2°  55'  S.;  long.  31°  03'  ^V.  Wind:  E.  S.  E.;  moderate  and  pleasant. 

July  22.     Lat.  4°  57'  S. ;  long.  31°  24'  W.  Winds :  S.  E.  by  E.,  E.  S.  E. ;  moderate  and  rain. 

July "23.     Lat.  7°  08'  S. ;  long.  31°  43'  W.  Winds :  S.  E.  to  E.  S.  E. ;  moderate  and  pleasant ;  latter 

part,  fresh  breezes  and  .squally.  ."    '          ' 

Ship  ndena  (F.  II.  Cave),  New  York  to  Port  Philip,  fifteen  days  out. 

June  25,  1852.     Lat.  21°  18'  N. ;  long.  33°  18'  W.     Strong  trades  with  passing  clouds  ;  E.  by  S.,  E. 

June  26.     Lat.  17°  14'  N. ;  long.  32°  37'  W.     Strong  trades  with  passing  clouds,  east. 

June  27.     Lat.  13°  25'  N. ;  long.  31°  65'  W.     Moderate  winds,  smoky  weather,  east. 

June  28.     Lat.  10°  12'  N. ;  long.  31°  28'  W.     Moderate  breezes,  east. 

June  29.  Sun  obscure;  lost  the  trades;  middle  part,  baflling  winds  and  calms,  with  storms  of  rain; 
ends  thick  and  rainy. 

June  30.  Lat.  7°  13'  N. ;  long.  30°  29'  W.  Begins  squally  with  rain,  wind  baflling;  at  nudnight  heavy 
rains ;  9  A.  M.  weather  inore  clear  with  passing  clouds,  W.  S.  W. 

July  1.     Lat.  6°  24'  N. ;  long.  29°  39'  W.     Baflling  winds  with  rain,  W.  S.  W.,  S.  W.,  S.  S.  AV. 

July  2.     Lat.  5°  31'  N. ;  long.  29°  00'  W.     Baffling  winds,  with  heavy  rains,  S.  S.  W. 


494:  THE  WIND  AND  CURRENT  CHARTS. 

July  3.  Lat.  3°  41'  N. ;  long.  29°  40'  W.  First  part,  baffling  winds.  Ends  with  fine  breezes;  S.  S. 
^Y.,  S.,  S.  S.  E. 

July  4.     Lat.  0°  30'  N. ;  loug.  31°  32'  W.     Strong  trades :  S.  E.  by  S.,  S.  E. 

[Compare  the  track  of  the  Helena  and  Sabine  (pp.  493,  494),  with  the  track  of  the  Alboni  (p.  424). 

They  all  came  along  about  the  same  time.  The  two  former  did  not  go  east  of  29°,  and  were  detained 
by  the  baffling  winds  of  the  doldrums,  only  two  or  three  days  each,  against  the  Alboni's  two  or  three  weeks.] 

July  5.     Lat.  1°  45'  S. ;  long.  32°  15'  W.     Moderate  trades  :  S.  E.  to  E.,  E.  S.  E.,  S.  E. 

July  6.     Lat.  2°  28'  S.;  long.  31°  30'  W.     Moderate  winds :  S.  E.,  S.  S.  E.,  S.  E. 

July  7.  Lat.  3°  47'  S. ;  loug.  32°  22'  W.  Fresh  breezes,  with  sf^ualls  and  rain ;  made  the  Island  of 
Fernando  do.  Noronha.     Winds  :   S.  E.,  S.  S.  E.,  E.  S.  E. 

July  8.     Lat.  0°  45'  S. ;  long.  32°  32'  W.     Strong  breezes  :  E.  S.  E.,  S.  E.  by  E. 

^7//))  Saline  (11.  Liljbey),  Boston  to  Calcutta,  20  days  out. 

June  25,  1852.  Lat.  21°  54'  N. ;  long.  35°  00'  W.  Moderate  breezes  and  cloudy  weather.  E.  |  S. 
throughoiit. 

June  26.     Lat.  18°  2G'  N. ;  long.  34°  20'  W.     Strong  trades  with  squalls,  east. ' 

June  27.     Lat.  15°  13'  N.;  long.  33°  24'  W.     Strong  trades  with  squalls,  east. 

June  28.     Lat.  12°  13'  N. ;  long.  32°  04'  W.     Strong  trades  with  squalls,  E.  N.  E. 

June  29.  Lat.  10°  06'  N. ;  long.  30°  57'  W.  Ileavy  squalls  from  eastward,  between  them  moderate 
breezes,  cloudy.     E.  N.  E.,  E.  by  N.  .   .  '    '     ."..   '         .  '  ■    .  '    ' 

June  30.  Lat.  8°  52'  N. ;  loug.  30°  25'  W.  First  part  pleasant ;  very  light  breeze ;  middle  part,  very 
light,  with  squalls  from  S.  E.     Latter  part,  squalls  from  noi'thward  to  eastward,  and  S.  S.  E. 

July  1.  Lat.  7°  54'  N.;  long.  29°  48'  W.  First  part,  moderate  breeze,  N.  E.  by  E.  with  heavy  rain. 
Middle  part,  squally  from  S.  E.     Latter  part,  moderate  from  southward,  with  squalls. 

July  2.  Lat.  6°  43'  N.;  long.  28°  30'  W.  First  and  middle  parts,  light  breezes,  with  frequent  rain 
squalls,  W.  S.  W ;  latter  part,  cloudy,  S.  W.  by  S. 

July  3.     Lat.  6°  11'  N. ;  long.  28°  45'  W.     Squally,  with  rain.     South  throughout. 

July  4.     Lat.  5°  09' N.;  long.  39°  15' W.     Moderate  breeze  and  pleasant.     South,  S.  E.  by  S.,  S.  by  E. 

July  5.     Lat.  4°  28'  N. ;  long.  29°  00'  W.     Moderate  breeze  and  pleasant;  S.  S.  E.,  and  S.  by  E. 

July  6.     Lat.  2°  14'  N. ;  long.  30°  15'  W.     Strong  breezes ;  S.  E.  by  S.,  S.  E.  i  S. 

July  7.     Lat.  0°  01'  S. ;  long.  31°  15'  W.     Fresh  trades,  S.  E.,  E.  S.  E.,  E.  by  S. 

July  8.     Lat.  2°  30'  S.;  long.  31°  00'  W.     Fresh  breezes  and  pleasant,  E.  by  S. 

July  9.     Lat.  5°  00'  S. ;  long.  32°  05'  W.     Fresh  breezes  and  pleasant,  E.  S.  E. 

Shi2o  Prohus  (David  Branscum),  New  York  to  Panama,  thirty-eight  days  out. 

July  2,  1853.  Lat.  19°  44'  N, ;  long.  30°  05'  W.  Winds :  E.  N.  E.,  E.  N.  E.,  and  east.  Fresh  breezes 
and  cloudy  weather. 


ROUTES   TO    KIO,    ETC.  495 

July  3.     Lat.  17°  22'  N.;  long.  2'J°  25'  AV.     "Winda:  east,  K.  N.  E.,  and  cast.     Fine  breezes  and  clear 
weatlier. 

July  4.     Lat.  15°  12'  N. ;  long.  29°  03'  W.     ^V\mh:  cast,  cast,  E.  N.  E.     Tleasant  bree/.o  and  clear 
weather. 

Julys.     Lat.  12°  52' K;  long.  28°  45' W.     Winds:  E.  N.  E.,  X.  E.,  and  K.  E.     Pleasant  brera^s  and 
cloudy  weather. 

July  6.     Lat.  11°  54'  N. ;  long.  28°  2i)'  W.     Winds:  N.  N.  E.,  E.  >;.  E.,  and  cast.     Moderate  breeze. 

July  7.     Lat.  10°  30'  K  ;  long.  28°  11'  W.     Wind  :  cast.     Moderate  breezes  and  cloudy. 

July  8.     Lat.  9°  01'  N.;  long.  27°  42'  W.     Winds;  E.N.  E.,  N.E.,  and  east.     Light  breezes  and 
clear  weather. 

July  9.     Lat.  8°  08'  N. ;  long.  28°  18'  W.     Wind :  S.  S.  E.     Baffling  winds  and  cloudy,  with  thunder, 
lightning,  and  rain. 

July  10.      No    observation.      Winds:    S.  S.  E.,  S.  by  E.,  and    south.      Light    breezes   and  cloudy 
weather;  showers. 

July  11.     Lat.  7°  18' N.;  long.  27°  50' W.     Winds :  variable.     Weather  squally. 

July  12.     No  observation.     Winds:  S.  W.,  S.  AV.,  S.  W.     Moderate  breezes  and  thick  weather.  ; 

July  13.     Lat.  5°  17'  N.;  long.  27°  22'  W.     AVinds;  south,  south,  and  S.  by  W.     Pleasant  breezes 
and  cloudy  weather,  with  rain. 

July  14.     Lat.  5°  OG'  N.;  long.  25°  48'  W.     AVind:  S.  by  AY.  throughout.     Fresh  breezes  from  the 
southward,  and  clear. 

July  15.     No  observation.     AVind  :  S.  by  W.  throughout.     Moderate  breezes,  with  thick  rainy  weather. 

July  1(>.     Lat.  3°  58'  N.;  long.  2(3°  44'  \V.     AVinds:  S.  AV.,  south,  and  south.     Moderate  breezes  and 
rainy  weather. 

July  17.     Lat.  2°  43'  N.;  long.  28°  37'  AV.     AVinds:  south,  S.  by  AV.,  and  S.  by  E.     Pleasant  breeze 
and  clear.  .  '  .     ,      :  . 

July  IS.     Lat.  0°  32'  N.;  long.  30°  00'  W.     AVinds :  S.  S.  E.,  S.  E.  by  S.,  and  S.  E.     Fresh  breezes 
and  clear  weather.         ...... 

July  19.     Lat.  1°  35'  S.;  long.  31°  OS'  AV.     AVind:  S.  E.     Moderate  breezes  and  pleasant. 

July  20.     Lat.  3°  43'  S.;  long.  31°  10'  AV.     AVinds:  S.  E.  by  E.,  and  E.  S.  E.     Modci'ate  breezes  and 
squally;  cloudy  weather.  • 

July  21.     Lat.  5°  47'  S.;  long.  32°  21'  AV.     AVinds:  S.  E.  by  E.,  S.  E.,  and  S.  E.  by  S.     Pleasant 
breezes  and  cloudy,  with  light  rain  squalls. 

Barqve  Reindeer  (Wm.  AA'card),  Baltimore  to  San  Francisco,  seventeen  days  out. 

July  7,  1853.     Lat.  20°  57'  N.;  long.  45°  03'  W.     AVinds:  E.,  E.  by  N.,  E.  by  N.     Ah. derate  breezes 
and  squally  weather. 


496  THE  WIND  AND  CURRENT  CHARTS. 

July  8.  Lat.  19"  06'  N. ;  long.  43°  41'  W.  Winds :  E.  by  N.,  throughout ;  fresh  breezes  and  showers 
of  rain. 

July  9.  Lat.  10°  52' K;  long.  42°  04' W.  Winds:  E. by  K,  E. N. E.,  and  E.  by  N.  Strong  breezes 
with  cloudy  weaLlicr. 

July  10.  Lat.  14°  41'  N". ;  long.  40°  27'  W.  Winds :  E.  by  N.  throughout,  strong  breezes  and  cloudy 
with  rain. 

July  11.  Lat.  12°  4.5'  N. ;  long.  Sb°  38'  W.  Winds  :  E.  by  N.,  E.  N.  E.,  E.  K  E.  Strong  trades  with 
fresh  squalls. 

July  12.  Lat.  10°  56'  N. ;  long.  36°  36'  W.  Winds :  E.  N.  E.,  K  E.by  E.,  and  E.  K  E.  Brisk  breezes 
and  hazy  weather. 

July  13.  Lat.  9°  30'  N. ;  long.  34°  24'  W.  Winds  :  E.  N.  E.,  N.  E.  by  E.,  E.  by  N.  Brisk  breezes 
with  squally  liazy  weather. 

July  14.  Lat.  8°  58'  N. ;  long.  33°  03'  W.  Winds :  variable  from  the  southward.  Variable  breezes 
and  squally  weatlier. 

July  15.  Lat.  7°  19'  N.;  long.  31°  05'  W.  Winds:  S.  S.  W.  throughout,  fresh  breezes  and  heavy 
squalls. 

July  10.  Lat.  5°  44'  N.;  long.  28°  29'  W.  Winds:  S.  W.,  S. S.  W.,  and  S.  by  W.  Brisk  breezes 
and  passing  squalls. 

July  17.  Lat.  5°  24'  N. ;  long.  20°  10'  W.  Winds :  S.  by  W.,  S.,  and  S.  Moderate  breezes  and 
squally. 

July  18.  Lat.  4°  00'  N. ;  long.  27°  34'  AY.  Winds :  S.,  S.  by  E.,  and  S.  S.  E.  Moderate  breezes  and 
passing  squalls.  :  ,       .       ' 

July  19.  Lat.  1°35'N.;  long.  28°  52' W.  Winds:  S.S.E.,  S.E.,  and  S.E.  by  S.  Moderate  breezes, 
with  passing  squalls  of  rain  and  wind.  : 

July  20.  Lat.  1°  34'  S.;  long.  30°  22'  W.  Winds:  S.E.  by  S.,  S.E.,  and  S.E.  Brisk  breezes  and 
inie  weather. 

July  21.  Lat.  4°  30'  S.;  long.  31°  20'  W.  Winds :  S.  E.,  S.  E.  by  E.,  and  S.  E.  by  E.  Brisk  breezes, 
with  squalls  of  wind  and  rain. 

July  22.  Lat.  7°  12'  S. ;  long.  32°  17'  W.  Winds :  S.  E.by  E.,  S.  E.,  and  S.  E.  by  S.  Strong  breezes, 
with  heavy  squalls  of  wind  and  rain. 

Ship  Rohert  Binion  (John  W.  Dicks),  New  York  to  Columbia  River,  thirty  days  out. 
July  19,  1852.     Lat.  21°  20'  N. ;  long.  37°  48'  W.     Winds :  E.  S.  E.,  E.  by  S.,  E.  by  S.     Fresh  winds 
and  squally. 

July  20.     Lat.  18°  49'  N.;  long.  30°  53'  W.     Winds  :  E.  by  S.     Squally  throughout. 
July  21.     No  observations.     Winds  :  E- by  S.     Squally. 


liOUTES   TO    KIO,    ETC.  497 

July  22.  Lat.  l-i°  08' ;  long.  35°  14'  \V.  Winds:  !•:.  by  S.,  E.  by  S.,  E.N.  E.  First  part,  squally; 
latter  part,  pleasant. 

July  23.  Lat.  12°  25'  N. ;  long.  33°  00'  \V.  Winds  :  K.  N.  E.,  E.  N.  E.,  N.  W.  iMrst  pari,  moderate 
■with  rain;  latter,  light  wind  from  N.  W. 

July  24.     Lat.  11°  26'  N.;  long.  31°  43'.  W.     Winds:  N.  \V.,  N.  W.,  S.  \V.     Showery  all  day. 

July  25.     Lat.  10°  47'  K;  long.  30°  31'  W.     AViud  :  S.  W.     Kainy  and  sexually  all  through  this  day. 

July  26.  Lat.  10°  00'  K. ;  long.  30°  20'  W.  AViuds :  S.  W.,  S.  \\^,  N.  Rainy,  squally,  and  variable 
weatlicr  through  this  day. 

July  27.  Lat.  8°  48' S.;  long.  29°  25'  AY.  Current,  1.7  knots  i)er  hour.  AVinds,  first  part,  north; 
middle  aud  latter,  all  around  the  compass.     Rain}',  s([ually,  and  variable  weather. 

July  28.  Lat.  8°  02'  N. ;  long.  28°  50'  AV.  AVinds :  N.,  S.  S.  W.,  S.  W.  First  part,  light  airs ;  wind 
hauled  to  S.  S.  AV.  in  a  heavy  squall. 

July  29.  No  observations.  AVinds:  S.  S.  AV.,  S.  AV.  by  S.,  S.  AV.  by  S.  Rainy,  cloudy,  disagreeable 
weather. 

July  30.     Lat.  7°  41'  N. ;  long.  24°  55'  AV.     AVind:  S.  AV.  by  S.     Cloudy,  rainy  weather. 

July  31.  Lat.  6°  58'  N. ;  long.  23°  19'  AV.  AVinds:  S.  AV.  by  S.,  S.  S.  AV.,  S.  S.  AV.  Clouds  moving 
with  great  rapidity,  N.  E.  by  E. ;  the  upper  clouds  moving  slowly  S.  by  AA'. 

Aug.  1.  Lat.  5°  59'  N.;  long.  21°  50'  AV.  AA'ind:  S.  AV.  Feel  I  am  steering  too  far  east,  but  have 
had  the  neuralgia  for  the  past  twenty  days,  so  as  to  be  hardly  able  to  move,  aud  the  ship  is  so  crank  we  do 
not  get  along  very  well  by  the  Aviud. 

Aug.  2.     Lat.  4°  31'  N. ;  long.  20°  05'  AV.     AVind :  S.  S.  AV.     Shall  tack  if  no  change  occurs. 

Aug.  3.  Lat.  4°  58'  N.;  long.  20°  28'  AV.  AVind:  S.  S.  AA".  Tacked— lay  up  AV.  half  S.  Saw  many 
Carey  Chickens.     Beautiful  weather. 

Aug.  4.  Lat.  4°  01'  N.;  long.  22°  2G'  W.  W^iuds:  S.  S.  AV.,  S.  S.  AV.,  S.  Fine  weather,  aud  the 
wind  hauling  more  favorable. 

Aug.  5.     Lat.  2°  13'  N. ;  long.  24°  27'  AV.     A^^ind  :  S.  S.  E.     Have  now  the  S.  E.  trades,  I  hope.' 

Aug.  6.  Lat.  0°  19'  S. ;  long.  20°  47'  W.  AViud :  S.  S.  E.  Crossed  the  equator  at  8  hours  15  min. 
A.  ir.,  in  long.  26°  25'  AV. 

Aug.  7.  Lat.  3°  02'  S. ;  long.  28°  33'  AV.  AVinds :  S.  S.  E.,  S.  E.,  S.  E.  A'cry  beautiful  weather,  and 
fine  breeze. 

Aug.  8.  Lat.  5°  46'  S. ;  long.  30°  19'  AV.  AViuds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  Fine  weather  and 
winds. 

Aug.  9.  Lat.  7°  40'  S.;  long.  32°  15'  AV.  AVinds:  S.  E.,  S.  E.,  S.  S.  E.  Sipially ;  heavy  baid<s  of 
cumulus  in  the  south;  the  wind  inclined  that  way. 

Aug.  10.     Lat.  7°  58'  S. ;  long.  33°  12'  AV.     AVinds :  S.  S.  E.,  S.  S.  AV.,  S.  E.  by  S.     Squally. 
63 


498 


THE    WIXT)    AND    CURRENT    CHARTS. 


Rovte  to  Rio,  &c. — August. 


DISTANCES 

AVINDS;  PER  CENT. 

Long 

itiulc. 

Coui-se. 

Total  No. 

Liititude. 

observa,- 

Direct. 

Per  cent. 

True. 

Head. 

SLANTS  FEOM 

Fair. 

Calms. 

tions. 

N'd  or  EVl. 

S'd  or  Wd. 

From  Saud  y 

IIooL 

.  to 

39°  11' N. 

70° 

00' 

E.  S.  E. 

199 

12.3 

223 

3.0 

13.2 

11.4 

72.4 

5.4 

366 

87     33 

05 

00 

E.  S.  E. 

256 

9.8 

281 

3.2 

5.0 

IV  10.3 

81.5 

3.5 

221 

35     54 

(iO 

00 

E.  S.  E. 

259 

8.0 

280 

2.2 

5.4 

tv    9.7 

82.7 

4.1 

185 

35     00 

57 

20 

E.  S.  E. 

141 

10.9 

156 

4.6 

3.9 

w    7.8 

83.7 

7.2 

154 

33     04 

55 

00 

S-E. 

165 

8.5 

178 

1.9 

lu  11.4 

3.8 

82.9 

3.6 

53 

31     19 

50 

00 

E.S.E. 

275 

9.6 

302 

2.6 

10.4 

IV  13.0 

74.0 

0.0 

76 

30     00 

4(i 

17 

E.S.E. 

207 

15.2 

238 

4.6 

9.2 

u>  25.3 

60.9 

6.5 

43 

29     32 

45 

00 

E.S.E. 

72 

39.2 

100 

8.0 

vj  48.0 

28.0 

16.0 

7.4 

25 

25     00 

42 

54 

S.S.E. 

294 

6.4 

312 

1.5 

iu  19.1 

0.0 

79.4 

2.9 

68 

22     21 

40 

09 

S.E. 

225 

7.7 

242 

0.0 

7u  16.8 

7.2 

77.0 

6.7 

42 

20     00 

38 

57 

S.  S.  E. 

153 

4.8 

160 

2.0 

w    8.0 

0.0 

90.0 

0.0 

49 

15     00 

36 

47 

S.S.E. 

325 

7.0 

347 

3.7 

?y    5.5 

0.0 

90.8 

0.0 

54 

10     50 

35 

00 

S.S.E. 

271 

8.5 

294 

2.8 

w    8.6 

4.7 

83.9 

7.1 

105 

10     00 

34 

38 

S.S.E. 

54 

11.5 

60 

3.4 

tv  11.1 

6.6 

78.9 

9.0 

90 

8     06 

30 

00 

E.S.E. 

297 

8.0 

320 

0.0 

8.8 

10- 15.8 

75.4 

8.1 

57 

5     00 

26 

53 

S.E. 

263 

4.6 

275 

0.0 

4.4 

2v  15.9 

79.7 

7.4 

114 

Equator 

28 

57 

S.S.W. 

325 

10.1 

358 
4126 

1.3 

w  35.1 

0.0 

63.6 

1.2 

78 

3781 

1     00  S. 

29 

22 

s.s.w. 

65 

1.4 

66 

0.2 

4.5 

0.8 

95.0 

0.0 

402 

2     32 

30 

00 

s.  s.  w. 

99 

5.7 

105 

0.0 

28.5 

0.0 

71.5 

0.0 

21 

3     00 

30 

12 

s.  s.  w. 

30 

13.3 

34 

0.0 

66.6 

0.0 

33.4 

0.0 

9 

5     00 

31 

00 

s.  s.  w. 

130 

6.7 

139 

0.0 

33.3 

0.0 

66.7 

0.0 

18 

7     00 

31 

50 

s.  s.  w. 

130 

0.0 

130 

0.0 

0.0 

0.0 

0.0 

0.0 

18 

Tlience 

ad  lib 

The  only  precaution  to  give  with  regard  to  this  route— fur  in  August  the  passage  is  liable  to  be  tedious 
by  any  route— is  not  to  cross  the  meridian  of  50°  W.  to  the  north  of  31°,  or  to  the  south  of  29°  N. 

After  reaching  the  meridian  of  35°  between  the  parallels  of  11°  and  10°  K,  stand  straight  as  the  winds 
will  allow  for  tlie  equator  in  about  29°  or  30°,  not  caring  if  you  fall  upon  the  line  as  far  as  30°  ^Y.  After 
getting  the  S.  E.  trades  in  this  month,  there  is  no  difSculty  in  making  stretches  to  the  E. ;  for  the  S.  E. 
trades,  frequently,  at  this  season  of  the  year,  blow  from  S.  S.  E. ;  and  if  navigators  will  bear  this  fact  in  mind, 
they  should  not  be  discouraged  if  the  wind  should  force  them  to  cross  the  equator  as  flir  west  as  85° ;  some 
have  even  crossed  in  41°,  and  made  good  passages  by  taking  advantage  of  slants  south  of  the  line  to  make 
easting  with.     But,  of  course,  no  navigator  would  willingly  cross  so  far  to  the  westward  as  longitude  40°. 

Vessels  from  ports  south  of  the  Capes  of  Virginia,  that  intend  to  try  this  route,  should  run  up  to  34°, 
and  continue  between  the  parallels  of  34°  and  35°,  until  they  fall  in  with  the  route  as  projected,  which  they 
will  do  somewhere  between  the  meridians  of  55°  and  60°.  This  they  are  recommended  to  do  on  account 
of  the  calms  of  the  Horse  Latitudes,  with  which,  by  keeping  south  of  34°  in  this  season,  and  part  of  the 
ocean,  thev  are  liable  to  be  botliered. 


ROUTES   TO    KIO,    ETC.  499 

111  August,  if  between  tlic  meridians  of  30°  antl  35°,  expect  to  lose  tbc  N.  E.  trades  from  li°  to  10° 
N.;  to  have  the  equatorial  culms  from  lo°  to  9°  N. ;  and  the  S.  AV.  monsoons  occasionally  onlij  from  12° 
to  5°  N. 

Between  the  meridians  of  25°  and  30°  "W.,  the  N.  E.  trades  are  sometimes  lost  in  17°  N.,  generally  in 
12°,  though  they  are  occasionally  carried  to  9°;  seldom  below.  The  calms  prevail  from  15°  to  8°  N.,  and 
the  S.  W.  monsoons  with  considerable  regolarity  from  1-1°  N.  to  the  equator.  That  is,  j'ou  are  liable  to 
get  them  somewhere  between  14°  N.  and  the  equator,  as  3'ou  are  liable  to  encounter  the  calms  and  to  lose 
the  X.  E.  trades  between  the  parallels  above  stated. 

Ship  LeamuH  (W.  B.  Daniels),  New  York  to  San  Francisco,  fifteen  days  out. 

Aug.  18,  1852.  Lat.  2iJ°  03'  K  ;  long.  39°  29'  \V.  Winds:  calm,  S.  E.,  S.  First  part  cahn  ;  middle 
part,  light  and  baffling  airs  ;  thick  banks  of  fog  and  very  dark  ;  latter  ]iart,  fresh  and  pleasant. 

Aug.  19.  Lat.  22°  09'  N.;  long.  38°  57' W.  Barometer,  30.20;  temperature  of  air,  81°.  Wind: 
E. ;  fresh  trades,  with  passing  squalls. 

Aug.  20.  Lat.  18°  21'  N.;  long.  38°  02'  AV.  Current,  N.  W.,  I  knot  per  hour.  Barometer,  30.10. 
"Wind :  E.  by  N. ;  fresh  trades,  and  squally. 

Aug.  21.  Lat.  15°  12'  X.;  long.  3G°  50'  W.  Current,  X.  X.  W.,  |  of  a  knot  per  hour.  Wind:  E. 
by  X. ;  brisk  trade-winds,  and  squally  gloomy  weather. 

Aug.  22.  Lat.  11°  52'  X.;  long.  35°  25'  W.  Temperature  of  air,  82°;  of  water,  al°.  Wind:  E. 
by  X. ;  fresh  trades ;  and  squally. 

Aug.  23.  Lat.  11°  07'  X. ;  long.  35°  06'  W.  Barometer,  30.00.  Winds  :  E.  calm,  calm ;  first  part 
light  winds;  middle  and  latter  part  calm.     Observed  tide  rips. 

Aug.  24.  Lat.  9°  20'  X. ;  long.  34°  20'  W.  Winds  :  calm,  S.  S.  E.,  S.  W.  by  S. ;  first  part  calm  ; 
middle,  moderate  and  rainy ;  latter,  fresh  and  squally.     A  large  swell  from  S.  E. 

Aug.  25.  Lat.  7°  50'  X. ;  long.  31°  W.  Current,  X.,  |  knot  per  hour.  Barometer,  30.00  ;  tempera- 
ture of  air,  82°  ;  of  water,  81°.     Winds:  S.  S.  W. ;  fresh  breezes,  with  passing  squalls. 

Aug.  26.  Lat.  G°  46'  X^. ;  long.  28°  28'  W.  Current,  N.,  J  knot  per  hour  ;  temperature  of  air,  81°. 
Wind :  S.  S.  W. ;  first  and  middle  parts,  moderate ;  latter  fresh. 

Aug.  27.  Lat.  5°  46'  X.;  long.  27°  28'  W.  Current,  X.,  J  knot  per  hour.  Wind:  S.  by  W.;  fresh 
breezes  and  squally. 

Aug.  28.  Lat.  4°  46'  X. ;  long.  28°  54'  W.  Temperature  of  air,  82°.  Wind :  S.  J  W. ;  moderate 
breezes  and  pleasant  weather. 

Aug.  29.  Lat.  3°  31'  X.;  long.  30°  26'  W.  Temperature  of  air,  81°.  Wind:  S.  by  E. ;  light  winds 
and  pleasant. 

Aug.  30.  Lat.  1°  53'  X. ;  long.  30°  52'  W.  Winds  :  S.  by  E.,  S.  S.  E.,  S.  E  by  S. ;  moderate  breezes 
and  pleasant. 

Aug.  31.  Lat.  0°  15'  X. ;  long.  31°  45'  W.  Current,  W.X.  W.,  h.  knot  per  hour.  Barometer,  30.10; 
temperature  of  air,  «0°;  of  water,  80°.    Wind:  S.  E.  byS. ;  moderate  breezes  and  pleasant. 


500  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  1.  Lai.  2°  08'  S. ;  long.  32°  30'  W.  Barometer,  30.00;  temperature  of  water,  79°.  Winds: 
S.  E.  by  S.,  S.  E.  by  S.,  S.  E. ;  moderate  breezes  and  pleasant. 

Sept.  2.  Lat.  3°  45'  S. ;  long.  32°  15'  W.  Temperature  of  water,  78°.  "Wind :  S.  E. ;  first  and 
middle  parts,  light  and  pleasant ;  ends  with  strong  breezes.  At  noon,  saw  Fernando  de  Noronha,  bearing 
W.  S.  W.  ten  miles  distant. 

Sept.  3.  Lat.  7°  S. ;  long.  33°  OG'  W.  Barometer,  30.10.  Wind :  S.  E.  by  E. ;  fresh  trade-winds  and 
pleasant  weather. 

Ship  Eaijle  (John  S.  Farrou),  New  York  to  San  Francisco,  fifteen  days  out. 

July  25.  Lat.  19°  5'  N. ;  long.  46°  30'  W.     AVind.s :  E.  by  S.,  E.  S. E.,  E.  S.  E.     Fair  weather. 

July  26.  Lat.  15°  20'  N.;  long.  -44°  bo'  W.  Wind:  E.  by  S.,  east,  and  east.  Fresh  breezes  and 
squally,  with  rain. 

July  27.  Lat.  12°  48'  N. ;  long.  44°  30'  W.     Winds :  E.  by  S.,  E.  by  S.,  E.  S.  E.     Pleasant  weather. 

July  28.  Lat.  10°  58'  N. ;  long.  44°  10'  W.     Winds:  E.  S.  E.,  E.  S.  E.,  and  east.     Fleasant  weather. 

July  29.  Lat.  8°  57'  N. ;  long.  43°  47'  W.     Wind  :  E.  by  S.     Occasional  squalls  with  rain. 

July  30.  Lat.  7°  49'  N.;  long.  43°  39'  W.  Winds:  E.  by  S.,  E.,  and  S.  S.  E.  Calms,  squalls,  and 
rain. 

July  31.  Lat.  7°  12'  N. ;  long.  42°  10'  W.     Wind  from  S.  to  N.  W.     Baffling,  with  squalls. 

Aug.  1.  Lat.  7°  44'  N.;  long.  39°  16'  W.  Winds:  S.  W.,  W.,  and  S.  W.  Squally,  with  hard 
rain. 

Aug.  2.  Lat.  7°  56'  N.;  long.  36°  41'  W.  Winds:  S.,  S.  S.  E.,  and  S.  E.  by  S.  Squally,  rainy 
weather. 

Aug.  3.  Lat.  7°  42'  N  ;  long.  35°  53'  W.     Wind  :  S.  by  E.,  and  calm  ;  constant  rain. 

Auf.  4.  Lat.  7°  50'  N. ;  long.  35°  01'  AV.     A'ariable  winds,  and  squally,  with  rain. 

Aug.  5.  Lat.  7°  40'  N.;  long.  35°  21'  AV.  AA'inds:  S.  S.  AV.,  S.  A\^.,  and  S.  AV.,  squally,  with 
rain. 

Aug.  6.  Lat.  7°  29'  N. ;  long.  33°  47'  W.  AVinds :  S.  S.  AY.,  S.  S.  AY.,  and  S.  E.  Moderate  breezes 
and  squally. 

Aug.  7.  Lat.  7°  3'  N.;  long.  33°  16'  AY.  AVinds:  calm,  S.  AA^.  by  S.,  S.  AYbyS.  Squally,  with 
rain. 

Aug.  8.  Lat.  6°  56'  N.;  long.  29°  52'  \Y.     AA'inds:  S.  S.  W.,  calm,  and  S.  by  E.     Squally  with 

rain. 

Aug.  9.     Lat.  6°  34'  N. ;  long.  26°  48'  AY.     AYinds :  S.,  S.  S.  AY.,  and  S.  S.  W.     Squally,  with  rain. 

Aug.  10.  Lat.  5°  45'  N. ;  long.  22°  53'  AY.  AYinds:  S.  by  AV.,  S.  S.  AY.,  and  S.  by  AA^.  Squally 
with  rain. 

[The  Eagle  had  bad  luck  cci'tainly,  inasmuch  as  she  found  the  N.  E.  trades  witli  .southing  in  them. 
She  met  the  doldrums  just  south  of  the  parallel  of  9°  N.  and  near  the  meridian  of  44°  AY.     Here,  Captain 


501 

l'"arroii  availed  liimself  of  tlic  monsoons  to  go  cast;  and  at  tlic  end  of  9  days  finds  liimsclf  to  leeicard  on  tlic 
other  side  of  his  route.  On  August  8,  being  in  29°  oO',  lio  finds  tlio  monsoon  S.  by  E.,  right  in  liis  teeth. 
Ife  stands  on,  and  the  lu^xt  day  is  so  far  to  the  east  that  liis  course  now  is  S.  S.  W. ;  at  that  point,  he  gets 
the  wind ;  and  thus  he  is  forced  to  go  as  far  as  22°  W.  before  he  can  cross  the  parallel  of  5°  N.  I  do  not 
think  that  the  focts  exhibited  on  the  Charts  would  justify  any  one  in  pronouncing  an  opinion  against 
the  propriety  of  the  course  pursued  to  get  to  the  eastward.  Compare  the  Kagle's  track  with  tliat  of  the 
Candace  (p.  502).  The  C.  crossed  the  parallel  of  20°  N.  nearly  500  miles  east  of  where  the  Eagle  crossed 
it ;  yet,  notwithstanding  the  Eagle's  misfortunes,  she  beat  the  Candace  a  week  to  Cape  St  Roque.] 

Aug.  11.     Lat.  -4°  7'  N. ;  long.  24°  41'  AV.     Winds :  S.,  S.  by  E.,  and  S.  S.  E.     Pleasant. 

Aug.  12.     Lat.  2°  N. ;  long.  26°  36'  W.     Winds :  S.,  S.  by  E.,  and  S.  S.  E.     Eair  weather. 

Aug.  13.     Lat.  24'  S. ;  long.  28°  29'  W.     AVinds  :  S.  by  E.,  S.  S.  E.,  and  S.  by  E.     Eair  weather. 

Aug.  14.     Lat.  2°  24'  S. ;  long.  30°  4'  W.     AYinds :  S.  S.  E.  and  S.  by  E.     Eair  weather. 

Aug.  15.     Lat.  4°  59'  S. ;  long.  32°  30'  AV.     AViuds :  S.  S.  E.  and  S.  by  E.     Eair  weather. 

Aug.  16.  Lat.  6°  1'  S.;  long.  34°  16'  AV.  Winds:  S.  S.  E.,  S.  by  E.,  and  S.  Strong  gales  and 
heavy  squalls,  rain. 

Barque  Pancliita  (Peterson),  New  York  to  Buenos  Ayres,  twenty  days  out. 

Aug.  5,  1850.     Lat.  21°  12'  N.;  long.  40°  46'  W.     Fresh  and  cloudy.     AVind  :  E.  N.  E. 

Aug.  6.     Lat.  19°  25'  N. ;  long.  39°  48'  AA^.     Fresh  and  cloudy.     AVinds:  E.,  E.  by  N. 

Aug.  7.     Lat.  17°  41'  X.;  long.  38°  37'  AV.     Variable,  with  squalls.     AVind  :  E. 

Aug.  8.     Lat.  15°  32'  N.;  long.  37°  10'  AV.     Fresh  and  cloudy.     AViud :  eastward. 

Aug.  9.     Lat.  13°  21'  K;  long.  35°  43'  AV.     Moderate  and  clear.     AVind:  E. 

Aug.  10.  Lat.  10°  42'  N. ;  long.  34°  28'  AV.  Moderate  breezes;  variable,  rain  squalls.  Wind: 
N.  E.  ' 

Aug.  11.     Lat.  9°  5G'  N. ;  long.  33°  18'  W.     Moderate  and  cloudy.     AVinds :  E.  S.  E.,  S.,  S.  AA".  by  S. 

Aug.  12.  Lat.  8°  34'  N. ;  long,  (no  obs.).  Strong  breezes  and  heavy  rain  scpialls.  AVind:  S. 
AV.  by  S. 

Aug.  13.     Lat.  8°  2'  N.;  long.  29°  45'  AA".     Moderate  breezes  and  hazy.     AVinds:  S.  AV.,  S. 

Aug.  14.     7°  48'  N.;  long.  28°  27'  AV.     Light  airs  and  foggy.     AVind  :  S.  liy  AA^ 

Aug.  15.     Lat.  7°  42'  X. ;  long.  28°  00'  AV.     Light  breeze,  S.  by  AV. 

Aug.  16.     Lat.  7°  28'  N. ;  long.  28°  30'  AV.     Strong  breeze,  S.  E.,  S.,  S.  W. 

Aug.  17.     Lat.  6°  43'  ^;. ;  long.  26°  42'  AV.     Fresh  breeze  and  cloudy,  AV.  S.  W.,  S.  AV.,  S.  by  W. 

Aug.  18.     Lat.  6°  10'  N. ;  long.  25°  04'  AV.     Moderate  and  clear,  S.  S.  AV. 

Aug.  19.     Lat.  5°  00' N.;  long.  23°  20' AV.     Light  breeze  and  hazy,  S.  S.  AV.,  S.  AV. 

Aug.  20.     Lat.  4°  21'  N. ;  long.  24°  12'  AV.     Moderate  and  pleasant,  S.  ^V.  by  S. 

Aug.  21.     Lat.  3°  31' N.;  long.  25°  55' AV.     Aloderate  and  pleasant,  S.  AA^  by  S. 

Aug.  22.     Lat.  2°  03'  X. ;  long.  ( ?)  AV.     Moderate  and  pleasant,  S.  S.  E. 


502  THE   WIND   AND   CUIUiENT   CHARTS. 

Aug.  23.  Lat.  0°  15'  N. ;  long.  28°  47'  W.     Fresli  breeze,  S.  S.  E. 

Aug.  24.  Lat.  1°  23'  S. ;  long.  29°  30'  W.  Strong  breezes  and  cloud}^,  S.  S.  E. 

Aug.  25.  Lat.  3°  35'  S  ;  long.  30°  34'  W.  Moderate,  S.  E. 

Aug.  26.  Lat.  6°  23'  S. ;  long.  31°  35'  W.  Moderate,  S.  E. 

Barque  Canduce  (Joseph  Arguit),  New  York  to  Shangliai,  23  days  out. 

Aug.  9,  1849.     Lat.  19°  30'  N. ;  long.  39°  23'  W.     Winds :  E.,  E.  by  S.,  E.  by  S.     Fresb  breeze  and 
pleasant ;  a  heavy  sea. 

Aug.  10.     Lat.  1(3°  57'  N. ;  long.  37°  48'  W.     Wind :  east.     Brisk  breeze  and  pleasant. 

Aug.  11.     Lat.  14°   20'  N. ;  long.  36°  17'  W.      Winds:  E.,  E.,  and  E.  S.  E.     Brisk  winds,  and 
clear  weather.  .  .  ^  ;  .       ' 

Aug.  12.     Lat.  12°  48'  N.;  long.  35°  48'  W.     Winds  :  E.,  E.  N.  E.,  and  E.  N.  E.     Moderate  breezes 
and  passing  squalls. 

Aug.  13.     Lat.  11°  25'  N. ;  long.  35°  53'  W.     Wind:  E.  N.  E.     Moderate  breezes  and  clear. 
.    Aug.  14.     Lat.  10°  41'  N.;  long.  32°  59'  AV.     Winds:  E.  N.  E.,  E.  S.  E.,  and  S.  W.     Baffling  winds 
and  weather. 

Aug.  15.     Lat.  9°  31'  N. ;  long.  31°  17'  W.    Winds  :  S.  W.,  S.  W.  by  W.,  W.  S.  W.     Baffling  winds. 

Aug.  16.     Lat.  8°  00'  N.;  long.  29°  45'  W.     Winds:  S.  W.  to  N.  W.     Brisk  baffling  winds,  and 
rain  squalls. 

Aug.  17.     Lat.  7°  32'  N.;  long.  27°  00'  W.     Winds :  S.  S.  W.,  S.  S.  W.,  and  S.  W.     Strong  winds ; 
much  rain. 

Aug.  18.     Lat.  6°  42'  N.;  long.  24°  50'  W.     Wind  :  S.  S.  W.     Strong  winds  and  pleasant  weather. 

Aug.  19.     Lat.  6°  40'  N. ;  long.  23°  02'  W.     Winds :  S.  S.  W.,  S.,  and  S.  S.  W.     Light  winds  and 
clear  pleasant  weather. 

Aug.  20.     Lat.  6°  10'  N. ;  long.  23°  08'  W.     Winds :  S.  S.  W.,  and  S.  S.  W. ;  light  winds,  and  clear. 

Aug.  21.     Lat.  5°  52'  N. ;  long.  23°  29'  W.     Winds  :  S.  S.  W.,  S.,  and  S.  S.  ^Y. ;  variable  winds  and 
weather. 

Aug.  22.     Lat.  5°  26'  N. ;  long.  21°  44'  W.     Wind  :  S.  S.  W. ;  strong  wind,  passing  squalls. 

Aug.  23.     Lat.  4°  50'  N. ;  long.  22°  29'  W.     AVind :  S. ;  light  winds  and  calms. 

Aug.  24.     Lat.  3°  51'  N. ;  long.  21°  50'  W.     Winds  :  S.  S.  W.,  S.  W.,  S.  W. ;  moderate  breezes  and 
st^ually. 

Aug.  25.     Lat.  2°  56'  N. ;  long.  20°  23'  W.     Wind  :  S.  W. ;  brisk  winds,  and  cloudy. 

Aug.  26.     Lat.  1°  38'  N. ;  long.  22°  27'  W.     Winds:  S.,  S.,  and  S.  S.  E.;  light  winds. 

Aug.  27.     Lat.  0°  16'  S. ;  long.  24°  08'  W.     Winds  :  S.  S.  E.,  S.  E.  by  S.,  and  S.  E.  by  S.;  moderate 
trades  and  pleasant. 

Aug.  28.     Lat.  2°  24'  S.;  long.  25°  23'  W.     Wiu.l :  S.  S.  E. ;  light  winds  and  pleasant. 


ROUTES   TO    RIO,    ETC.  "  503 

Aug.  29.  Lat.  5°  05'  S. ;  long.  27°  OV  W.  Winds :  S.  S.  E.,  S.  E.  1)y  S.,  and  S.  V.  by  S. ;  moderate 
trades  and  pleasant. 

Ship  Louis  Philqij)e  (R.  Beutliall),  Baltimore  to  Valparaiso,  twenty-two  days  out. 

Aug.  10,  1849.  Lat.  18°  22'  N.;  long.  35°  15'  W.  Winds:  E.  by  N.,  E.  by  S.,  and  S.  E. ;  eloudy 
and  hazy. 

Aug.  11.  Lat.  15°  55'  N.;  long.  36°  48'  W.     AVind :   E.;  damp,  cloudy  weather. 

Aug.  12.  Lat.  13°  05'  N. ;  long.  35°  10'  W.     Winds :  E.,  and  E.  by  N. ;  cloudy  and  damp. 

Aug.  13.  Lat.  11°  17'  N. ;  long.  34°  lU'  W.     Winds:  E.  by  N.,  and  E.  N.  E. ;  cloudy. 

Aug.  14.  Lat.  10°  51'  X.;  long.  33°  24'  W.     Wind:  varial)lo.     Cloudy,  with  light  showers. 

Aug.  15.  Lat.  10°  07'  N.;  long.  32°  33'  W.    Winds:  S.  W.  and  W.  X.  W.     Cloudy,  with  light  rain. 

Aug.  16.  Lat.  1°  13'  X.;  long.  31°  26'  W.     Wind:  X.  W.     Cloudy  and  rainy.  -    . 

Aug.  17.  Lat.  7°  55' X.;  long.  30°  01' W.     Wind:S.  AV.     Rainy  weather. 

Aug.  18.  Lat.  7°  52'  X.;  long.  26°  46'  W.     Wind:  S.  S.  W.     Squally  and  rainy. 

Aug.  19.  Lat.  7°  19'  X".;  long.  24°  52'  W.     Wind:  southerly.     Clear  and  pleasant. 

Aug.  20.  Lat.  7°  05'  X.;  long.  24°  80'  W.     Wind:  southerly.     Cloudy;  a  large  sea. 

Aug.  21.  Lat.  6°  09'  X.;  long.  23°  33'  W.  Winds:  S.  W.,  W.  S.  W.,  and  S.  S.  W.  Cloudy,  with 
squaUs. 

Aug.  22.  Lat.  5°  45'  X. ;  long.  21°  30'  W.     Winds :  S.  S.  M .,  S.  S.  AV.,  and  south.     AA\-ather  pleasant. 

Aug.  23.  Lat.  5°  23'  X.;  long.  20°  55'  W.     AVind:  S.  S.  W.     Clear  weather. 

Aug.  24.  Lat.  3°  57'  X. ;  long.  19°  23'  AY.  AVinds:  S.  AY.,  S.  AY.,  and  S.  S.  AY.  Cloudy,  with  light 
raiu. 

Aug.  25.  Lat.  3°  04'  X". ;  long.  18°  24'  AY.     Winds:  S.  AY.,  S.  AY.,  and  S.  S.  AY.     Cloudy  weather. 

Aug.  26.  Lat.  1°  51'  X. ,  long.  20°  46'  AY.     Winds :  S.  S.  AY.,  S.  by  W.,  and  S.  by  E.     Pleasant. 

Aug.  27.  Lat.  0°  14'  X.;  long.  22°  59'  AY.     AYinds:  south,  S.  by  E.,  and  S.  E.  by  S.     Pleasant. 

Aug.  28.  Lat.  1°  26'  S.;  long.  24°  27'  AY.     AYind:  S.  E.  by  S.     Pleasant  weather. 

Aug.  29.  Lat.  3°  41' S.;  long.  26°  27' AY.     AYind:  S.E.  by  S.     Clear  weather. 

Aug.  30.  Lat.  6°  22'  S.;  long.  28°  28'  AY.     AAlnd:  S.E.     AYeather  pleasant. 

Ship  Sea  Witch  (G.  W.  Eraser),  Xew  A^ork  to  San  Francisco,  sixteen  days  out. 

Aug.  17,  1851.  Lat.  21°  37'  X.;  long.  42°  39'  AY.  AYiuds:  E.  by  S.,  E.  by  S.,  and  E.  S.  E.;  fresh 
single  reef  gale,  heavy  sea. 

Aug.  18.     Lat.  18°  42'  X. ;  long.  40°  20'  AY.     AYind  :  E.  by  X. ;  fresh  breeze  and  pleasant. 

Aug.  19.  Lat.  15°  49'  X. ;  long.  39°  14'  AY.  AYinds :  E.  by  S.,  E.  S.  E.,  and  E.  by  S. ;  fresh  bree/.es 
with  cloudy  weather. 

Aug.  20.  Lat.  13°  00'  X. ;  long.  36°  44'  AY.  AYinds :  E.,  E.  by  S.,  and  E.  N.  E. ;  fresh  breezes  and 
sqiially. 


504  THE   WIND   AND   CUKRENT   CHARTS. 

Aug.  21.  Lat.  11°  25'  K ;  long.  35°  31'  W.  Winds  :  E.  N.  E.,  calm,  sontlierly ;  moderate  and  light 
breezes  and  pleasant. 

Aug.  22.  Lat.  10°  38'  K;  long.  34°  11'  W.  Winds:  southerly,  S.  S.  W.,  and  S.  S.  W.;  variable 
breezes  and  squally. 

Aug.  23.     Lat.  10°  0'.V  N. ;  long.  34°  17'  W.  Winds:  calm,  calm,  and  X.  E. ;  calms  and  light  airs. 

Aug.  2L     Lat.  8°  24'  N. ;  long.  33°  10'  W.  Winds:  N.  Is.  E.,  N.  E.,  and  N.;    light  breezes  and 

squally. 

Aug.  25.     Lat.  7°  OS'  N.;  long.  31°  35'  W.     Winds:  N.  W.,  S.  W.,  and  S.  W.  by  S.;  light  breezes 

and  squally. 

Aug.  2G.  Lat.  5°  58'  K;  long.  29°  2G'  W.  Winds:  S.  W.,  S.  S.  W.,  and  S.  W.  by  S.;  light  airs 
and  squally.  -  : 

Aug.  27.     Lat.  5°  09'  K;  long.  29°  2G'  W.     Winds:  S.  S.  W.,  S.,  S.;  moderate  breezes  and  cloudy. 

Aug.  28.  Lat.  3°  50'  N. ;  long.  2-4°  44'  W.  Wind:  S.  S.  W. ;  moderate  breezes  and  pleasant. 
[This  is  another  case  of  falling  to  leeward  on  the  other  side.  When  the  navigator  gets  as  far  east  in  the 
doldrums  as  ho  wants  to  go,  he  finds  the  monsoons  so  changed  that  they  are  directly  in  his  teeth.  As 
an  illustration,  see  the  track  of  the  Panchita  (p.  501),  Aug.  19.  I  should  advise  navigators  on  such 
occasions,  when  they  have  got  as  far  to  the  east  as  30°  west,  to  beat  down  on  that  parallel ;  for  there  is  reason 
to  believe  that,  by  remaining  stationary,  these  doldrums  will  leave  you  quite  as  soon  as  you  can  get 
clear  of  them  by  running  along  with  them  to  the  east.] 

Aug.  29.  Lat.  2°  13'  N. ;  long.  25°  19'  W.  Winds:  S.  S.  W.,  S.  by  W.,  and  S.;  moderate  breezes 
and  pleasant ;  at  9,  tacked  ship. 

Aug.  30.     Lat.  0°  20'  S. ;  long.  27°  11'  W.     Wind:  S.  S.  E. ;  moderate  trades  and  pleasant. 

Aug.  31.     Lat.  3°  40'  S. ;  long.  2G°  11'  W.     Wind:  S.  S.  E. ;  weather  pleasant. 

Sept.  1.  Lat.  G°  4G'  S.;  long.  32°  08'  AV.  AVinds:  S.  S.  E.,  S.  E.  by  S.,  and  S.  by  E. ;  moderate 
breezes  with  passing  showers  of  rain. 


ROUTES  TO   RIO,   ETC. 


605 


Route  to  Rio, 

&c. — September. 

DIST.VNXES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

Direct.    Per  cent. 

.Average. 

Head. 

SLANTS 

FEOM 

Fair. 

Calms. 

observa- 
tions. 

1 

N'd  or  E'd. 

S'd  or  W'd. 

40°  27' N. 

70° 

00' 

E. 

186 

13.0 

210 

2.5 

w  17.0 

IV  14.0 

66.5 

3.4 

200 

38    52 

65 

00 

E.S.E. 

249 

9.9 

274 

2.2 

w  12.4 

7.5 

77.9 

5.1 

184 

37     14 

60 

00 

E.S.E. 

256 

7.4 

275 

0.1 

v:  12.6 

7.7 

79.0 

3.3 

447 

35     35 

55 

00 

E.  S.  E. 

260 

7.4 

279 

1.6 

8.8 

7.2 

82.4 

4.0 

123 

35     00 

54 

18 

S.E. 

48 

25.3 

60 

9.4 

13.7 

u:  16.6 

60.3 

3.5 

139 

33     31 

50 

00 

E.S.E. 

232 

15.0 

267 

3.0 

3.0 

w  42.0 

52.0 

0.0 

34 

31     47 

45 

00 

E.S.E. 

272 

15.4 

313 

6.0 

4.0 

IV  22.0 

68.0 

5.7 

50 

30     00 

42 

55 

S.E. 

151 

15.0 

174 

2.9 

11.5 

XV  21.7 

03.9 

4.2 

69 

27     27 

40 

00 

S.E. 

217 

17.9 

255 

2.8 

11.2 

to  25.2 

60.8 

2.7 

36 

25     00 

37 

16 

S.E. 

208 

16.8 

243 

3.4 

17.9 

1().8 

61.9 

1.1 

89 

20    00 

37 

16 

S. 

300 

4.2 

313 

4.2 

to  10.5 

0.0 

85.3 

2.6 

38 

15     00 

35, 

06 

S.S.E. 

325 

0.0 

325 

0.0 

0.0 

0.0 

100.0 

0.0 

23 

10    00 

32 

58 

S.  S.  E. 

325 

7.8 

349 

1.6 

w  11.3 

9.8 

77.1 

6.1 

61 

8     47 

30 

00 

E.S.E. 

191 

16.8 

223 

2.8 

3.6 

w  30.8 

60.8 

4.0 

73 

5     00 

27 

11 

S.E. 

321 

18.4 

380 

5.8 

9.6 

XV  23.0 

61.6 

7.1 

104 

Equator* 

29 

15 

S.S.W. 

325 

14.1 

370 

6.2 

w  34.3 

1.4 

58.1 

0.0 

70 

3866 

4310 

1     58 

30 

00 

S.S.W. 

118 

17.4 

138 

4.4 

wl3.3 

5.7 

58.6 

0.0 

297 

3     00 

31 

02 

S.W. 

88 

9.6 

96 

0.0 

w  48.2 

0.0 

51.8 

0.0 

27 

5     00 

31 

52 

S.S.W. 

130 

12.5 

145 

0.0 

w  62.5 

0.0 

37.5 

0.0 

24 

5     19 

32 

00 

S.S.W. 

21 

3.4 

22 

0.0 

tv  16.7 

0.0 

83.3 

0.0 

12 

7     00 

32 

42 

S.S.W. 

108 

7.2 

115 

0.0 

lu  35.7 

0.0 

64.3 

0.0 

14 

7     43 

33 

00 

S.S.W. 

47 

1.3 

48 

0.0 

10    6.0 

0.0 

94.0 

0.0 

17 

9     00 

33 

32 

S.S.W. 

S3 

8.0 

91 

0.0     lu  36.6 

0.0 

63.4 

0.0 

30 

It  may  be  said  that  the  X.  E.  trade-AviucLs  prevail  in  Septemher  and  October  only  to  the  east  of 
longitude  50°,  and  then  only  between  the  parallels  of  15°  and  25°  N.  They  sometimes  blow  in  other 
parts  of  the  ocean,  but  it  cannot  be  said  that  they  ^rer«i7. 

Endeavor  to  cross  the  meridian  of  50°,  in  September  and  October,  before  you  do  the  parallel  of  30°  N., 
and  do  not  consider  yourself  hopelessly  to  leeward,  if  you  be  forced  to  cross  the  parallel  of  20°  X.,  as  far 
west  as  longitude  45°,  or  the  parallel  of  10  N.,  as  far  as  36°  or  37°  W.;  for  in  September  and  October,  as 
the  Pilot  Charts  show,  you  may  frequently  meet,  between  10°  N.  and  the  equator,  the  S.  E.  trade-winds. 

The  S.  E.  trades  may  be  calculated  on  with  certainty  between  7°  N.  and  13°  N.,  between  35°  and  40° 
W.  Occasionally,  the  S.  W.  monsoons  are  found  between  the  same  parallels.  The  S.  E.  trades,  when  taken 
iu  the  northern  hemisphere  in  this  month,  are  frequently  at  S.  S.  E. ;  and  therefore  it  is  not  difficult  for  ves- 
sels that  find  themselves  as  far  west  as  longitude  37°,  in  latitude  10°  N.,  to  get  to  the  eastward  before 
crossing  the  line. 

Between  long.  30°  and  35°,  the  equatorial  calms  arc  found  from  4°  to  12°  Is.,  and  between  long.  25° 


*  The  best  routes  for  October  and  November  do  not  differ  materially  from  those  for  September  and  December.     See  Pilot  Charts. 

64 


506  THE    WI.VLI    AND    CURIIENT    CHARTri. 

and  30°,  they,  and  the  S.  W.  monsoons,  are  found  i'rom  12°  to  the  cqnatoi-;  and  as  a  general  rule  they  are 
found  more  and  more  vexations  as  you  go  east. 

Captain  Sinclair,  when  in  command  of  the  U.  S.  frigate  Congress,  on  her  way  to  South  America,  with 
that  close  observation  of  all  the  phenomena  about  him  which  gives  a  particular  value  to  his  remarks, 
observed  the  difficulties  of  crossing  this  belt  lar  to  the  eastward.  He  crossed  it  in  January,  1818,  and 
inferred  that  there  was  a  belt  of  monsoons  between  the  two  trades.  lie  was  mistaken  as  to  the  time  of  the 
year.  He  crossed  this  belt  in  January;  and  though,  in  January,  the  wiuds  arc  sometimes  from  the  S.  W., 
yet,  at  that  time  of  the  year,  they  have  nothing  of  the  character  of  monsoons  about  them. 

I  quote  a  passage  from  his  Journal : — 

"  We  made  a  great  run  from  their  latitude  (the  Cape  de  Verdcs),  to  about  7°  30',  when  the  N.  E. 
trade  began  gradually  to  leave  us,  which  it  did  eftectually  before  we  reached  the  latitude  of  6°  30'  N., 
having  run  from  19°  30',  a  distance  of  near  nine  hundred  miles,  between  the  31st  December  and  the  5th 
January;  and  from  this  time  to  the  17th  there  was  little  else  than  a  continued  calm,  excejit  when  occasion- 
ally disturbed  by  a  thunder-squall  and  violent  rains.  Though,  considering  we  were  at  one  time  as  far  east 
as  long.  19°  W.,  we  had  very  little  rain  and  very  few  squalls  of  wind;  those  we  had  were  principally  from 
S.  S.  W.  to  W.  S.  W. ;  indeed,  there  appears  to  be,  between  the  N.  E.  and  S.  E.  trade-winds,  which  we  found 
to  be  from  (3°  30'  N.  to  the  equator,  a  light  monsoon  from  the  S.  W." 

Had  this  remark  been  made  in  the  summer  instead  of  the  winter  it  would  have  been  perfectly  correct. 

If,  after  getting  within  these  latitudes,  /.  e.  those  in  which  the  calms  are  mentioned  as  prevailing,  and 
the  wind  should  come  out  at  S.  E.,  prefer  the  port  tack ;  for,  befoi'e  you  make  the  land,  you  are  almost 
sure  to  have  the  wind  out  from  the  S.  S.  E.,  when  you  can  make  your  easting  within  the  regions  of  the 
perpetual  S.  E.  trades. 

After  getting  the  S.  E.  trades,  and  finding  hin^self  a  little  pinched  for  easting  to  clear  the  land,  the  skilful 
navigator  will  see  tliat,  by  standing  on  with  the  wind  at  S.  E.,  all  the  chances  arc  in  his  favor.  If  the  wind 
haul  to  S.  S.  E.,  he  can  go  about  and  make  easting.  If  it  veer  to  E.  S.  E.,  or  farther,  he  can  lay  up  and 
clear  the  land  ;  for  whether  you  go  this  or  that  side  of  Fernando  de  Noronha,  in  this  or  any  other  month, 
is  a  matter  of  no  sort  of  consequence,  excepting  only  so  far  as  the  difference  of  longitude  is  concerned.  If 
you  can  weather  it,  do  so,  but  do  not  waste  time  simply  that  you  may  pass  to  the  eastward  of  it. 

Good  passages  are  sometimes  made  in  September,  but,  as  a  general  rule,  the  most  tedious  seasons  of 
the  year  are  the  summer  and  fdl  months  for  passages. 

After  losing  the  N.  E.  trades,  the  navigator  may  consider  himself  fortunate  in  this  month  if  he  is  not 
balllcd  about  for  more  than  a  week  before  he  gets  the  S.  E.  trades. 

Schooner  Da  rid  C.  Foster  (N.  II.  Canput),  New  York  to  Para,  twenty  days  out. 

Aug.  30, 1850.  Lat.  19°  33'  N. ;  long.  43°  40'  W.  Winds:  E.  by  ,S.,  E.  by  S.,  and  E.  Fresh  breeze 
and  clear  weather. 

Aug.  31.     Lat.  16°  13'  N.;  long.  43°  38'  W.     Wind:  East.     Fresh  breeze  and  clear. 


ROUTES  TO  RIO,   ETC.  007 

Sept.  1.  Lat.  13°  13'  K ;  long.  48°  20'  W.     Winds:  E.,  K  K  E.     Trade-winds,  and  heavy  tide  rips. 

Sept.  2.  Lat.  10°  27'  N. ;  long.  -13°  (>'  W.     Winds :  N.  E.,  E.  N.  E.,  N.  E.     Fine  weather. 

Sept.  3.  Lat.  8°  36'  X.;  long.  43°  7'  W.     Wind:  variable,  from  N.  E.  to  S.     Baffling  and  squall3^ 

Sept.  4.  Lat.  8°  24'  N.;  long.  42°  W.     \\'ind  :  soutl}erly.     Variable  breezes,  and  heavy  tide  rips. 

Sept.  5.  Lat.  7°  52' N.;  long.  41°  W.     Light  .southerly  winds,  and  squalty. 

Sept.  6.  Lat.  6°  37'  N.;  long.  40°  ^V.     Winds:  southerly,  light,  and  squally. 

Sept.  7.  Lat.  5°  15'  N.;  long.  39°  30'  W.     Winds:  light,  S.  E.  trades. 

Sept.  8.  Lat.  3°  K;  long.  41°  22'  W.     AVinds:  S.,  S.  E.,  S.  Iv  by  E.     Pleasant  weather. 

Sept.  9.  Lat.  1°  10' K;  long.  43°  W^     Winds:  S.  E.,  E.,  S.  E.  by  E.     Squally,  and  heavy  rain.      ' 

Sept.  10.     Lat.  00°  38'  S. ;  long.  4G°  43'  W.     AVinds :  S.  E.  by  E.     Fresh  breeze,  and  clear  weather. 

Sept.  11.     Lat.  00°  40'  S. ;  long.  45°  00'  AV.     AVinds :  S.  E.  by  E.     I're.sh  breeze,  and  clear  weather. 

Sept.  12.     Arrived  at  Para,  Brazil. 

Steamer  Chesapeake  (C.  H.  Baldwin),  New  York  to  Eio  Janeiro,  twenty-one  days  out. 

August  31, 1849.  Lat.  19°  36'  X. ;  long.  39°  22'  AY.  Winds :  AY.  X.  AY.,  S.  S.  AY.,  and  S.  E.  Moder- 
ate breeze,  and  rain  squalls. 

Sept.  1.  Lat.  17°  44'  X. ;  long.  38°  28'  AV.  AVinds :  E.,  E.  by  X'.,  and  E.  Moderate  and  strong 
breeze,  and  pleasant. 

Sept.  2.     Lat.  15°  46'  X. ;  long.  37°  30'  AY.     AVinds :  E.  and  E.  by  X.     Squally,  witli  fresh  breeze. 

Sept.  3.  Lat.  13°  42'  N. ;  long.  36°  25'  AV.  AVinds :  E.  by  X.,  E.  X.  E.,  and  E.  Fresh  breeze,  and 
squally. 

Sept.  4.  Lat.  12°  46' X.;  long.  36°  48'  AV.  AVinds:  variable  from  the  southward.  Squally,  with 
light  rain. 

Sept.  5.     Lat.  11°  30'  X. ;  long.  34°  40'  AY.   Winds :  X.  AY.,  AY.  X.  W^,  and  S.  AY.     Squall}-,  with  rain. 

Sept  6.     Lat.  9°  42'  X.;  long.  32°  20'  AY.     AVinds:  X.  AA^,  W.,  and  S.  AV.     Squally,  with  rain. 

Sept.  7.  Lat.  8°  00'  X.;  long.  30°  50'  W.  AVinds:  S.  AY.,  S.  S.  AY.,  and  S.  W.  Light  breeze  and 
squally,  with  rain. 

Sept.  8.     Lat.  7°  04'  X. ;  long.  29°  34'  AA".     AVinds :  S.  AA".,  variable,  S.  W\,  rain  squalls  and  calms. 

Sept.  9.  Lat.  6°  37'  X. ;  long.  27°  30'  AV.  AVinds :  S.  S.  AY.,  S.  by  AV.,  and  S.  Squally,  with  heavy 
rain. 

Sept.  10.     Lat.  5°  27'  X^.;  long.  26°  46'  AV.     AVind  :  S.     Light  breeze,  and  pleasant. 

Sept.  11.     Lat.  4°  10' X.;  long.  26°  36' AV.     AViud :  S.  S.  AV.     Moderate  and  pleasant. 

Sept.  12.     Lat.  3°  00'  X.;  long.  26°  10'  AY.     AVind:  S.  by  AY.     Light  and  plea.^ant. 

Sept.  13.     Lat.  1°  30'  X.;  long.  26°  30'  AY.     AVind:  S.     Pleasant  weather. 

Sept.  14.  Lat.  0°  26'  X.;  long.  27°  00'  AV.  AVinds:  S.  S.  E.,  S.  E.  by  S.,  and  S.  E.  by  S.  Light 
breeze,  and  pleasant. 

Sept.  15.  Lat.  0°  11'  X. ;  long.  27°  37'  AY.  Winds :  S.  S.  E.,  S.  E.  by  E.,  S.  E.  by  E.  Moderate  and 
pleasant. 


508  THE  WIND  AND  CURRENT  CHARTS. 

'  Sept.  16.  Lat.  1°  22'  S. ;  long.  28°  OG'  W.  AVinds:  S.  by  E.,  S.,  and  S.  S.  E.     Light  airs. 

Sept.  17.  Lat.  2°  38'  S.;  long.  29°  10'  W.  Winds :  S.  E.,  S.  E.  by  S.,  and  S.  S.  E.     Pleasant  weather. 

Sept.  18.  Lat.  o°  -Ki'  S. ;  long.  30°  31'  W.  Winds :  S.  S.  E.,  S.,  and  S.  S.  E.     Moderate  breeze,  and 
pleasant. 

Sept.  19.  Lat.  5°  31'  S.;  long.  32°  16'  W.  Wind:  S.  S.  E.     Fresh  breeze,  and  pleasant. 

Barh  Antdope  (R.  D.  AVliite),  Baltimore  to  San  Francisco,  twenty  days  out. 

Sept.  4,  1853.     Lat.  19°53'N.;  long.  12°  15'  W.     Winds:  E.,  E.S.E.,  and  E.  S.  E.     Squally  with 
rain.  ■  -,      • 

Sept.  5.     Lat.  18°  GO'  N. ;  long.  41°  54'  W.     Winds:  E.,  and  E.  S.  E.     Squally  with  rain. 
Sept.  6.     Lat.  15°  23' N. ;  long.  41°  38' W.     Winds :  S.  E.  by  E.,  S.  E.,  and  E.  S.  E.     Occasional  rain 
squalls. 

Sept.  7.     Lat.  13°  44'  N. ;  long.  39°  45'  W.     Winds :  E.  N.  E.,  N.  E.  by  E.,  and  N.  E.  by  E.     Light 
winds  and  occasional  rain  squalls. 

Sept.  8.     Lat.  12°  47'  N. ;  long.  37°  50'  W.     Winds :  N.  E.  by  E.,  N.  E.,  and  E.  N.  E.     Strong  variable 
winds  and  rain. 

Sept.  9.     Lat.  11°  37'  N. ;  long.  36°  34'  W.     Winds:  calm,  squally,  and  south.     Much  rain. 
Sept.  10.     Lat.  11°  35'  N. ;  long.  35°  28'  W.     Winds :  calm,  S.  E.,  and  N.  E.     Squally  with  rain. 
Sept.  11.     Lat.  9°  27'  N. ;  long.  34°  18'  W.     Winds :  N.  E.,  E.  N.  E.,  and  E.     Occasional  light  squalls 
of  rain. 

Sept.  12.     Lat.  8°  18'  N. ;  long.  33°  24'  W.     Winds :  E.,  E.,  W.  N.  W.     Squally  with  much  rain. 
Sept.  13.     Lat.  (3°  50'  N. ;  long.  30°  57'  W.     Winds :  W.,  W.  S.  W.,  and  W.  S.  W.     Squally  and  much 
rain. 

Sept.  14.     Lat.  6°  28'  N. ;  long.  29°  02'  W.     Winds :  S.,  S.  S.  W.,  S.  by  W.     Much  rain,  with  variable 
winds. 

Sept.  15.     Lat.  6°  25'  N. ;  long.  26°  30'  W.     Wind  :  S.     Pleasant. 

Sept.  16.  Lat.  5°  53'  N. ;  long.  26°  49'  W.  Winds :  S.,  S.,  and  S.  S.  E.  Moderate  breezes  and  pleasant. 
Sept.  17.  Lat.  5°  38'  N. ;  long.  26°  40'  AY.  Winds  :  S.  by  E.,  S.,  and  S.  Light  breezes  and  pleasant. 
Sept.  18.  Lat.  5°  08'  N. ;  long.  26°  34'  AV.  AVinds:  S.  by  E.,  S.  by  W.,  and  S.  Light  breezes. 
Sept.  19.  Lat.  4° 37' N.;  long.  27°  00' AV.  Winds:  S. by  AV., S.,  and  S.  Light  breezes  and  pleasant. 
Sept.  20.  Lat.  4°  25'  N. ;  long.  25°  20'  AY.  AYinds:  S.  by  AY.,  S.  by  E.,  and  S.  S.  AY.  Fresh  breezes 
and  flying  clouds. 

Sept.  21.     Lat.  2°  31'  N. ;  long.  26°  47'  AY.     AYinds  :  S.  by  E.,  S.  S.  E.,  and  S.  by  E.     Fresh  breezes. 
Sept.  22.     Lat.  00°  02'  S. ;  long.  28°  26'  W.     AYind  :  S.  S.  E.     Strong  breezes  and  pleasant. 
Sept.  23.     Lat.  2°  54'  S. ;  long.  29°  1 1'  AY.     AYinds :  S.  S.  E.,  S.  E.,  and  E.  by  S.     Good  breezes  and 
clear  weather. 

Sept.  24.     Lat.  4°  26' S.;  long.  29°  32' AY.     AYind:  E.  by  S.     Steady  breezes. 

Sept.  25.     Lat.  6°  05'  S. ;  long.  30°  05'  AY.     Winds:  E. by  S.,  E. S.  E.,  and  E.     Moderate  breezes. 


ROUTES  TO   lUO,   ETC.  609 

Ship  Monsoon  (L.  Winsor),  Boston  to  San  Francisco,  twenty  days  out. 

Sept.  18, 1852.  Lat.  19°  58'  N. ;  long.  41°  44'  W.  Winds  :  E.  S.  E.,  1'].  S.  E.,  and  X.  E.  Light  breezes 
and  squally. 

Sept.  19.  Lat.  17°  20'  N. ;  long.  40°  19'  W.  Winds :  1-:.,  E.S.  E.,  E.  S.  E.  Fresh  breezes  and  passing 
squalls. 

Sept.  20.  Lat.  14°  57'  N. ;  long.  38°  58'  W.  Winds:  E.,  E.S.E.,  and  E.  S.  E.  Fresh  trades,  and 
thick  cloudy  weather. 

Sept.  21.  .  Lat.  12°  18'  N. ;  long.  87°  08'  \Y.     Wind  :  E.     Fresh  trades  and  cloudy. 

Sept.  22.  Lat.  11°  09' N. ;  long.  30°  21' W.  Winds  :  E.  S.  E.,S.S.  W.,  and  W.  N.  W.  Fresh  breezes 
and  fresh  squalls,  with  heavy  tide  rips  ;  latter  part,  light  breezes. 

Sept.  23.  Lat.  10°  12'  N.;  long.  34°  24'  W.  Winds:  variable  and  calm.  Frequent s(iualls  and  heavy 
tide  rips. 

Sept.  24.     Lat.  9°  12'  N.;  long.  34°  12'  W.     Light  variable  breezes  and  frequent  .squalls. 

Sept.  25.  Lat.  9°  17'  N. ;  long.  33°  30'  W.  Winds  :  E.  N.  E.,  variable,  and  calm.  Light  breezes  and 
pleasant ;  much  lightning  during  the  night. 

Sept.  26.  Lat.  8°  21'  N. ;  long.  81°  55'  W.  Winds:  W.N  W.,  W.  N.  W.,  and  W.  Light  breezes 
and  pleasant  weather. 

Sept.  27.     Lat.  6°  33' N.;  long.  29°  30' W.     Winds:  W.,  W.,  and  S.  W.     Fresh  breezes  and  squally. 

Sept.  28.  Lat.  6°  39'  N.;  long.  26°  39'  W.  Winds :  S.  S.  W.,  S.  W.,  and  S.  Fresh  gales,  and  heavy 
squalls  with  rain. 

Sept.  29.     No  observation.     Winds:  S.  AV.,  S.  S.  W.,  and  S.  W.     Calms  and  squalls. 

Sept.  30.     Lat.  5°  55'  N. ;  long.  25°  13'  W.     Calm,  with  constant  rain. 

Oct.  1.     Lat.  4°  25'  N. ;  long.  27°  10'  W.     Wind  :  S.     Squally  and  variable  ;  pleasant  weather. 

Oct.  2.     Lat.  2°  33' N. ;  long.  29°  30' W.     Wind:  S.     Firm  breezes  and  pleasant  weather. 

Oct.  3.  Lat.  00°  01'  S.;  long.  32°  25'  W.  Wind:  S.  S.  E.  Light  breezes  and  fine  weather.  Cur- 
rent, 28'  S.  W. 

Oct.  4.  Lat.  2°  55'  S.;  long.  34°  37'  W.  Wind:  S.  S.  E.  Fine  breezes  and  pleasant  weather.  Cur- 
rent, 30'  S.  W. 

Oct.  5.  Lat.  4°  55' S.;  long.  35°  23'  W.  Wind:S.  E.  Fine  breezes  and  pleasant  weather.  Current, 
12  miles,  S.  W. 

Oct.  6.     Lat.  5°  11'  S. ;  long.  34°  30'  W.     Wind:  S.  E.     Fine  breezes  and  pleasant  weather. 

Ship  Thomas  W.  Sears  (Joseph  Osgood),  New  York  to  California,  thirty  days  out. 

Sept.  18,  1852.  Lat.  19°  41'  N.;  long.  35°  42'  W.  Current,  1.1  knot  per  hour,  N.  53°  W.  Baro- 
meter, 30.00 ;  temperature  of  air,  79° ;  of  water,  80°.  Winds :  S.  S.  E.,  S.  E.  by  E.,  E.  First  part,  light 
airs ;  middle  part,  moderate  breezes ;  latter,  fine  trades. 

Sept.  19.    I,at.  16°  53'  N.;  long.  34°  54'  W.     Current,  west,  0.4  knot  per  hour.    Barometer,  30.00; 


510  THE  WIND  AND  CURRENT  CHARTS. 

temperature  of  air,  81°;  of  water,  80°.     TVinds:  E.  by  N.,  E.,  E.  S.  E.     Strong  trades  and  pleasant.     A 
cross  sea  on. 

Sept.  20.  Lat.  1-1°  21'  N".;  long.  33°  54'  W.  Current,  N.  63°,  W.,  0.4  knot  per  hour.  Barometer, 
29.90;  temperature  of  air,  80°;  of  water,  81°.     Wind:  E.     Fine  trades  and  pleasant  weather. 

Sept.  21.  Lat.  12°  24'  N.;  long.  32°  21'  W.  Barometer,  29.83;  temperature  of  air,  81°;  of  water, 
80°.     Winds :  E.,  E.  by  N.,  E.     Fine  trades  and  hazy  weather.     Saw  strong  tide  rips. 

Sept.  22.  Lat.  11°  49'  K;  long.  31°  38'  W.  Barometer,  29.90;  temperature  of  air,  83°;  of  water, 
83°.  Winds :  E.  by  E.,  W.,  N.  W.  First  part,  moderate  winds ;  middle  and  latter,  light  airs  and  cahns. 
Saw  several  tide  rips.  .  _     .  . 

Sept.  23.  Lat.  10°  35'  N". ;  long.  30°  36'  W.  Current,  N.  W.,  0.5  knot  per  hour.  Barometer,  29.90; 
temperature  of  air,  83°;  of  water,  81°.  Winds:  N.,  N.  E.,  N.  First  part,  moderate  breezes;  middle  and 
latter,  baffling. 

Sept.  24.  Lat.  9°  29'  N. ;  long.  29°  51'  W.  Current,  W.  K.  W.,  0.6  knot  per  hour.  Barometer,  29.90 ; 
temperature  of  air,  83°  ;  of  water,  82°.     Winds:  N.  W.,  N.,  N.  W.     Very  light  winds  throughout. 

Sept.  25.     Lat.  8°  20'  N. ;  long.  28°  34'  W.    Barometer,  29.83  ;  temperature  of  air,  83°  ;  of  water,  81°. ' 
Wind:  N.  W.;  moderate  breezes,  and  pleasant.     A  S.  E.  swell  on. 

Sept.  26.  Lat.  6°  17'  N.;  long.  26°  46'  W.  Barometer,  29.90;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds :  N.  W.,  W.,  S.  W. ;  first  part,  strong  breeze  and  squally.  Latter  part,  fresh  gale,  with  an  ugly 
"sea. 

Sept.  27.  Lat.  5°  54'  N. ;  long.  24°  54'  W.  Barometer,  29.90  ;  temperature  of  air,  81°  ;  of  water,  81°. 
Winds  :  S.  S.  W.,  S.  by  W.,  S.  by  W. ;  weather  moderating,  made  sail,  some  head  sea. 

Sept.  28.  Lat.  5°  32'  N.;  long.  23°  11'  W.  Barometer,  29.90 ;  temperature  of  air,  80° ;  of  water,  81°. 
Winds :  S.  S.  W.,  S.  by  W.  A  W.,  S.  by  W. ;  light  airs,  and  cloudy. 

Sept.  29.  Lat.  4°  47'  N. ;  long.  23°  40'  W.  Barometer,  29.90 ;  temperature  of  air,  79° ;  of  water,  80°. 
Winds :  S.,  S.  by  W.,  S. ;  moderate  and  cloudy. 

Sept.  30.  Lat.  3°  41'  N". ;  long.  25°  30'  W.  Barometer,  29.84 ;  temperature  of  air,  80° ;  of  water,  80°. 
Winds :  S.,  S.,  S.  by  E. ;  fine  breezes  and  pleasant  weather. 

Oct.  1.  Lat.  1°  52'  N. ;  long.  27°  14'  W.  Current,  W.N.  W.,  15  miles  per  24  hours;  variation  10° 
30'  W.  Barometer,  29.90 ;  temperature  of  air,  79°  ;  of  water,  79°.  AYind :  S.  S.  E. ;  fine  trades  and 
pleasant. 

Oct.  2.  Lat.  0°  24'  N. ;  long.  28°  44'  W.  Current,  W.  K  W.,  0.5  knot  per  hour.  Barometer,  29.95; 
temperature  of  air,  80°  ;  of  water,  79°.     Winds  :  S.  S.  E.,  S.  by  E.,  S.  S.  E. ;  moderate  and  pleasant. 

Oct.  3.  Lat.  1°  35'  S.;  long.  30°  33'  W.  Current,  N.  54°  W.,  |  knot  per  hour.  Barometer,  29.90  ; 
temperature  of  air,  79°  ;  of  water,  77°.  Winds  :  S.  S.  E.,  S.  S.  E.,  S.  E.  by  S. ;  fine  trades  and  pleasant.  The 
water  looks  green.  '  ■  . 

Oct.  4.  Lat.  3°  35'  S.;  long.  31°  27'  W.  Current,  N.,  10  miles  during  the  day.  Barometer,  29.90  ; 
temperature  of  air,  79°  ;  of  water,  78°.     Wind:  S.  E.  byS. ;  pleasant  trades. 


511 

Oct.  5.  Lat.  5°  28'  S.;  long.  32°  29'  AY.  Current,  ^\ .,  1.3  miles  during  the  day.  Barometer,  29.98; 
tcmjieraturc  of  air,  78°;  of  water,  79°.     "Wind:  S.  E.  by  S. ;  moderate  trades  and  fine  weatlicr. 

Oct.  G.  Lat.  7°  3-i' S.;  long.  33°  40' W.  Current,  S.  5G°  W.,  J  of  a  knot  per  hour.  Barometer, 
29.9-i  ;  temperature  of  air,  79°  ;  of  water,  79°.     Wind:  S.  E.  LyS. ;  moderate  trades  and  fine  weather. 

Ship  John  Wade  (J.  H.  Little),  New  York  to  San  Francisco,  thirteen  days  out. 

Sept.  26,  1853.  Lat.  21°  28'  N.;  long.  34°  58'  W.  Barometer,  29.80;  temperature  of  air,  81°;  of 
water,  81°.     Winds  :  S.  S.  E.,  S.  E.,  and  S.  E.  by  E.     Light  baflling  winds  and  fuic  weather. 

Sept.  27.  Lat.  17°  44'  N.;  long.  35°  10'  W.  Barometer,  29.90;  temperature  of  air,  82°;  of  water, 
82°.     Wind :  E.     Fresh  breezes  and  clear. 

Sept.  28.  Lat.  15°  00'  N.;  long.  34°  50'  W'.  Barometer,  21.40;  temperature  of  air,  80°;  of  water, 
80°.  Winds :  E.,  and  E.  S.  E.  First  part,  fresh  breezes ;  middle  part,  strong  gale.  At  8  A.  M.  hove  to 
under  close-reefed  main-to[)sail.     At  8,  barometer  29.60 ;  at  10,  29.7  ;  at  12  Al.,  29.3. 

Sept.  29.  Lat.  14°  32'  N.;  long.  34°  31' W.  Barometer,  29.60;  temperature  of  air,  80°;  of  water, 
80°.  Winds:  AY.,  S.  S.  W.,  S.  S.  AY.  Heavy  gale,  with  violent  squalls  of  wind  and  rain;  middle  part,  by 
sharp  lightning ;  latter  part,  moderate.     ]SIade  sail.     I  think  I  was  near  the  track  of  a  hurricane. 

Sept.  30.  Lat.  13°  30'  N.;  long.  32°  53'  AY.  Current,  E.  by  K,  30  miles.  Barometer,  29.80;  tem- 
perature of  air,  79°  ;  of  water,  79°.  Winds :  S.  S.  AY.,  S.  S.  W.,  AY.  S.  W.  First  part,  squally ;  latter  part,  a 
light  breeze. 

Oct.  1.  Lat.  13°  16'  N. ;  long.  32°  00'  W.  Current,  E.  X.  E.,  35  miles.  Barometer,  29.80 ;  tempera- 
ture of  air,  79° ;  of  water,  79°.     Winds :  AA^,  S.  W.,  S.  W.,  and  calm. 

Oct.  2.  Lat.  12°  57'  N.;  long.  32°  10'  AY.  Current,  10  miles,  S.  Y'.  Barometer,  29.90;  temperature 
of  air,  79°;  of  water,  79°.     AA'ind  :  calm  throughout.     Ship  without  steerage  way. 

Oct.  3.  Lat.  11°  51'  N. ;  long.  32°  IS'  AA".  Current,  N.  i  Y^,  40  miles.  Barometer,  29.90 ;  tem])era- 
ture  of  air,  80°  ;  of  water,  80°.  AVinds :  N.  N.  E.,  X.  E.,  E.  by  S.  Surprised  at  finding  so  much  current, 
there  being  no  sign  of  any. 

Oct.  4.  Lat.  9°  20'  N. ;  long.  31°  40'  W.  Barometer,  29.90 ;  temperature  of  air,  80°  ;  ,of  water,  80°. 
AA'inds :  E.  by  S.,  E.  S.  E.,  and  S.  E.     Squally  and  baffling;  strong  tide  rips. 

Oct.  5.  Lat.  8°  58'  N. ;  long.  31°  18'  W.  Current,  for  yesterday  and  to-day,  60  miles  east.  Barome- 
ter, 29.90  ;  temperature  of  air,  81°  ;  of  water,  80°.     AYinds :  S.  E.,  calm,  calm.     Light  breezes  and  showery. 

Oct.  6.  Lat.  8°  01'  N. ;  long.  30°  41'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water,  81°. 
AVinds :  calm,  E.  S.  E.,  and  E.     Baffling  air ;  latter  part,  hard  rain. 

Oct.  7.  Lat.  7°  23'  N.;  long.  30°  10'  W\  Barometer,  29.90;  temperature  of  air,  82°;  of  water,  82°. 
AVinds:  calm,  S.  S.  AA^.,  X.  E.     Light  baffling  airs,  calms,  and  rain. 

Oct.  8.  Lat.  6°  42'  X. ;  long.  29°  17'  W.  Cui-rcnt,  for  two  days,  30  miles  E.  by  X.  Barometer, 
29.90 ;  temperature  of  air,  82  ;  of  water,  82.  AVinds :  calm,  S.  \Y.,  and  calm.  Light  baffling  airs  and  rain ; 
S.  YT.  and  east  winds  striving  for  the  ascendency. 


512  THE   WIND   AND   CURRENT   CHARTS. 

Oct.  9.  Lat.  5°  32'  N. ;  long.  28°  30'  W.  Current,  E.  i  IST.,  25  miles.  Barometer,  29.80 ;  temperature 
of  air,  82°;  of  water,  82°.  Winds:  calm,  W.  S.  W.,  N.  First  part,  calm;  latter  part,  baffling  airs,  and 
showery. 

Oct.  10.  Lat.  3°  57'  N. ;  long.  26°  52'  ^V.  Current,  east,  24  miles.  Barometer,  29.80 ;  temperature 
of  air,  83°  ;  of  water,  81°.     Winds :  S.  W.,  S.  S.  W.,  S.  by  W.     Light  baffling  airs  and  cloudy. 

Oct.  11.  Lat.  3°  10'  N. ;  long.  26°  2-4'  W.  Current,  W.  by  N.,  20  miles.  Barometer,  29.90 ;  tempera- 
ture of  air,  82°  ;  of  water,  82°.  Winds :  S.  by  W.,  S.  by  W.,  S.  Moderate  breezes  and  cloudy.  Tacked 
ship  three  times ;  have  been  as  far  east  as  25°  50'  W.,  lat.  3°  22'  N". 

Oct.  12.  Lat.  1°  27'  N. ;  long.  28°  04'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water,  81°. 
Winds:  S.  S.  E.,  S.  by  E.,  S.  by  E.  ;^ light  breezes,  and  cloudy,  six  days  without  any  observation,  and  only 
two  days  pleasant  since  we  left  New  York. 

Oct.  13.  Lat.  00°  33'  S.;  long.  29°  40'  W.  Barometer,  29.80  ;  temperature  of  air,  81°;  water,  81°. 
Winds:  S.  S.  E.,  S.  by  E.,  S.  by  E. ;  light  breezes  and  showery,  crossed  the  equator  in  29°  12'  W.  at  7  P.  M. 
32  days  out. 

Oct.  14.  Lat.  3°  09'  S.;  long.  31°  12'  W.  Barometer,  29.80;  temperature  of  air,  81°;  of  water,  80°. 
Winds :  S.  S.  E.,  S.  E.  by  S.,  S.  S.  E. ;  light  breezes,  and  fine  weather. 

Oct.  15.  Lat  5°  37'  S. ;  long.  32°  30'  W.  Barometer,  29.80  ;  temperature  of  air,  81°  ;  of  water  79°. 
Winds :  S.  S.  E.,  S.  E.  by  S.,  S.  E. ;  light  breezes  and  fine  weather ;  saw  several  meteors  last  night. 

Oct.  16.  Lat.  8°  18'  S. ;  long.  32°  22'  W.  Barometer,  29.90  ;  temperature  of  air,  80°  ;  of  water,  79.° 
Winds:  S.  S.  E.,  S.  E.,  S.  E. ;  moderate  breezes  and  fine  weather.  I  have  not  had  any  current  for  4  days 
past.  .  .  ■ 


From  Capl.  George  ScoU,  to  Lieut.  Maur)j.  _        , 

San  Francisco,  April  29,  1853. 

Inclosed  is  the  abstract  log  of  ship  Adelaide  Metcalf,  under  my  command,  on  her  last  passage  from 
New  York,  via  Callao,  to  this  place.  I  owe  an  apology  for  not  forwarding  it  before  now,  as  I  have  been  in 
port  since  the  13th  ult. 

I  understood  on  my  arrival  here,  that  you  had  an  agent  to  receive  such  communications,  and  endea- 
vored to  find  him,  but  did  not  succeed  ;  and,  latterly,  thought  I  would  not  send  it  until  I  had  looked  at 
the  ship's  bottom,  to  see  if  that  had  not  something  to  do  with  my  very  long  passage.  I  find  upon  heaving 
her  out,  that  portions  of  the  keel  and  shoe  are  gone,  also,  several  planks  cut  nearly  through,  and  the  bot- 
tom quite  ragged,  caused  by  striking  on  the  reef  in  East  Eiver,  near  Governor's  Island,  while  coming  out, 
and  I  am  satisfied  that  this  has  been  the  cause  of  my  long  passage ;  although  I  think  you  will  notice  some 
peculiarities  in  the  winds,  as  I  found  them  in  tlie  northern  tropic  of  the  Atlantic  and  Pacific.  I  have  all 
faith  in  your  Charts  and  books,  and  value  them  highly,  and  endeavored  to  follow  out  your  instructions. 
If  I  did  not  do  so,  hope  I  shall  be  .convinced  of  my  error  at  some  future  time.  I  shall  continue  to  keep  the 
abstract,  on  my  future  passages;  and  although  poorly,  still,  I  hope  they  will  be  of  some  slight  service. 


ROUTES   TO    RIO,    ETC.  513 

SItip  Adelaide  (Mctcalf),  George  Seott,  New  York  to  Saii  Francisco,  twenty-four  days  out. 

Oct.  8,  1852.  Lat.  15°  21'  N.;  long.  40°  22'  W.  Current,  \V.  N.  W.,  half  knot  per  hour.  Tem- 
perature of  air,  83°  ;  surface,  81°  ;  of  water,  at  ten  feet  six  incites  depth,  81°.  Winds :  E.,  K.  by  N.,  E.  S.  E. 
First  and  middle,  moderate;  latter,  light  at  llh.  oOm.  Sipiall  from  W.S.  W  Noticed  many  and  strong 
tide  rips,  with  intervals  of  very  smooth  water.  It  seems  rather  problematical  when,  where,  and  liow  I  am 
to  make  my  easting,  but  so  long  as  I  can  make  a  south,  or  S.  by  W.  course  on  this  tack,  I  shall  keep  on. 
Barometer,  80.06. 

Oct.  9.  Lat.  13°  27'  N. ;  long.  40°  35'  W.  Current,  W.  N.  W.,  three-quarter  knots  per  hour.  Baro- 
meter, 30.0(3;  temperature  of  air,  80i° ;  surface  of  water,  81°;  water,  at  ten  feet  six  inches  depth,  81°. 
Winds:  S.  E.,  E.  by  S.,  E.  S.  E.  First  and  middle,  good  breezes;  latter  part,  light.  Noticed  tide  rij)s  aud 
smooth  places  yesterday. 

Oct.  10.  Lat.  11°  57'  N.;  long.  39°  3-1'  W.  Current,  W.  N.  W.,  one  knot  per  hour.  Barometer, 
29.9 ;  temperature  of  water,  81^°  ;  of  air,  82° ;  water,  at  ten  feet  six  inches  deiHli,  81°.  Winds :  E.,  E.  N.  E., 
E.  N.  E.  From  12  to  2  P.  M.  two  smart  squalls  from  S.,  N.  N.  E.,  with  rain,  middle  and  latter  part.  Good 
breezes,  with  sc^ualls  of  rain;  ends  with  a  thick  haze  on  the  horizon  at  the  N.  E.,  and  strong  tide  rips,  as 
j'esterday. 

Oct.  11.  Lat.  9°  51'  N.;  long.  37°  52'  W.  Current,  W.  by  N.,  half  knot  per  hour.  Barometer, 
29.93;  temperature  of  air,  82°;  of  water,  82°;  water,  at  ten  feet  six  inches  depth,  82°.  Winds:  E.  N.  E., 
E.  N.  E.,  E.  N.  E.     Good  breezes  and  cloudy  weather ;  squalls  and  showers ;  very  powerful  tide  rips. 

Oct.  12.  Lat.  9°  05'  N. ;  long.  37°  22'  AV.  Current,  S.  E.  by  E.,  half  knot  per  hour.  Barometer, 
29.98  ;  temperature  of  air,  80°;  of  water,  83°  ;  of  water,  at  10  feet  6  inches  depth,  83°.  Winds:  E.,  E., 
variable.  Light  bafQing  winds  and  squalls,  with  heavy  showers  of  rain.  Some  tide  rips  ;  the  wind  has  been 
around  the  compass  several  times. 

Oct.  13.  Lat.  8°  24'  N. ;  long.  3G°  20'.  Current,  S.  E.  by  E.,  half  knot  per  hour.  Barometer,  29.98 ; 
temperature  of  air,  80°;  of  water,  82°;  of  water,  at  10  feet  6  inches  depth,  82°.  Winds:  calm,  E.  N.  E., 
calm.  Middle  part,  lightning  in  the  N.  W. ;  at  10  P.  M.  had  a  violent  squall  from  the  N.  E.  attended  with 
heavy  rain. 

Oct.  14.  Lat.  7°  48';  long.  35°  41'.  Current,  S.  E.  byE.,  one-quarter  knot  per  hour.  Barometer, 
30.00  ;  temperature  of  air,  81° ;  of  water,  82° ;  water,  at  10  feet  6  inches  depth,  82°.  Winds :  calm,  S.  S.  W., 
S.  S.  W.     First  part,  calm ;  middle  and  latter  part,  light  airs. 

Oct.  15.  Lat.  7°  40'  N.;  long.  85°  22'  W.  Current,  E.S.E.,  three-quarters  knots  per  hour.  -Baro- 
meter, 30.04  ;  temperature  of  air,  83°  ;  of  water,  83° ;  of  water,  at  10  feet  6  inches  depth,  82|°.  Winds : 
calm,  calm,  calm.     First  and  middle  parts,  dead  calm;  latter  [lart,  light  airs  from  south  for  four  hours. 

Oct.  16.     Lat.  6°  50'  N.;  long.  34°  43'  W.     Current,  one  knot  per  hour.     Barometer,  29.98;  temper- 
ature of  air,  81° ;  of  water,  82|-°;  of  water,  at  10  feet  6  inches  depth,  82i°.     Winds :  S.  W.,  S.  W.,  S.  S.  W. 
Light  airs,  and  clear  pleasant  weather.     I  confidently  expected  the  S.  E.  trades  here,  and,  iu  fact,  G°  north  of 
this,  but  there  seems  to  be  nothing  for  us  but  head  winds  aud  calms. 
65 


514  THE  WIND  AKD  CUKREXT  CHARTS. 

Oct.  17.  Lat.  5°  -10'  N. ;  long.  33°  50'  W.  Barometer,  2it.07  ;  temperature  of  air,  79°  ;  of  water,  82°. 
of  water,  at  10  feet  (3  inches  cleptli,  82°.  Winds:  S.  S.  W.,  S.  W.,  S.  AV.  Constant  and  heavy  rain  with 
calms ;  light  winds  and  heavy  sij^ualls,  and  veiy  bad  sea. 

Oct.  18.  Lat.  (3°  05'  N. ;  long.  32°  li'  W.  Current,  N.N.E.,  one  knot  per  honr.  Barometer,  30.00; 
temperature  of  air,  82°  ;  of  water,  82°;  of  water,  at  10  feet  6  inches  depth,  82°.  Winds:  S.,  S.byE.,  calm. 
Stood  E.  by  S.  12  hours,  when,  finding  we  were  losing  the  wind,  tacked  to  the  S.  AV. 

Oct.  19.  Lat.  5°  30'  N. ;  long.  32°  13'  W.  Barometer,  30.00  ;  temperature  of  air,  82}°  ;  of  water,  82°  ; 
of  water,  at  10  feet  6  inches  depth,  82°.  Winds:  calm,  calm,  E.  First  and  middle  part,  calm;  latter,  light 
wind  and  clear  weather. 

Oct.  20.  Lat.  5°  15'  N.;  long.  32°  53'  W.  Current,  ^Y.,  three-quarters  knot  per  hour.  Barometer, 
30.01;  temperature  of  air,  82 J°;  of  water,  83°  ;  of  water,  at  10  feet  G  inches  depth,  821°.  Winds:  calm, 
calm,  S.  by  E.     Noticed  many  and  strong  tide  rips.        .        ' 

Oct.  21.  Lat.  •1°  29'  X. ;  long.  33°  41'  W.  Barometer,  3(X03  ;  temperature  of  air,  82i° ;  of  water,  81°  ; 
of  water,  at  10  feet  G  inches  depth,  82i.  Winds:  S. S.E.,  S. S.  E.,  S. S.E.  Moderate  breezes,  stood  S.  W. 
20  hours,  and  then  tacked  east;  think  we  have  got  the  trades. 

Oct.  22.  Lat.  4°  14'  N. ;  long.  33°  49'  W.  Current,  N.  W.,  one  knot  per  hour.  Barometer,  30.03  ; 
temperature  of  aii-,  81-1°;  of  water,  81^°;  of  water,  at  10  feet  G  inches  depth,  81°.  Winds:  S.,  S. S. E., 
calm.  Light  baflling  winds  and  calms,  and  currents  as  per  log.  If  I  can  get  across  the  line  anywhere,  I 
shall  do  it  as  (juick  as  possible,  and  take  the  chances  at  the  soiithward  of  making  easting,  or  beat  by  St. 
Eoc[ue  near  the  land. 

Oct.  23.  Lat.  3°  58'  N. ;  long.  32°  35'  W.  Barometer,  29.98  ;  temperature  of  air,  80°  ;  of  water,  81°  ; 
of  water,  at  10  feet  6  inches  depth,  81°.  Winds:  calm,  S.byE.,  S.  S.  E.  Middle  and  latter  part,  fresh 
breezes  with  thunder,  lightning,  and  rain.  Stood  E.  by  S.,  and  E.  S.  E.,  all  day,  excepting  in  two  short  but 
heavy  scpirdls  from  east,  when  we  stood  south ;  no  ol)servations. 

Oct.  24.  Lat.  4°  30'  N. ;  long.  31°  32'  W.  Barometer,  30.03  ;  temperature  of  air,  8U°  ;  of  water,  81  J°; 
of  water,  at  10  feet  6  inches  depth,  81°.  Winds:  S.,  S.,  S.  Stood  E.  S.  E.  all  day,  excepting  in  two  or 
three  short  squalls.     Find,  liy  observations,  to-day,  that  wc  have  had  a  very  strong  current  the  last  two  days. 

Oct.  25.  Lat.  3°  48' N.;  long.  31°  5G' W.  Current,  KN.W.,  one  knot  per  hour.  Barometer,  30.05  ; 
temperature  of  air,  821°  ;  of  water,  81°  ;  of  water,  at  10  feet  G  inches  depth,  81°.  Winds:  E.  S.  E.,  S.  E., 
S.  by  E.     Light  winds  and  cloudy  weather,  with  heavy  swells  from  S.  S.  E. 

Oct.  2G.  Lat.  2°  47'  N. ;  long.  32°  23'  W.  Current,  KN.W.,  one  and  a  quarter  knots  per  hour. 
Barometer,  32.02  ;  temperature  of  air,  82°  ;  of  water,  81°  ;  of  water,  at  10  feet  G  inches  depth,  81°.  Winds : 
S.S.  E.,  S.  S.  E.,  S.  S.  E.     Light  winds  and  clear  weather. 

Oct.  27.  Lat.  2°  16'  N. ;  long.  33°  00'  W.  Current,  N.  W.,  one  knot  per  hour.  Barometer,  30.02  ; 
temperature  of  air,  80°  ;  of  water,  80°  ;  of  water,  at  10  feet  G  inches  depth,  791°.  Winds  :  S.  by  E.,  S.  S.  E., 
S.  Light  winds  and  clear  weather  ;  water  colder  than  it  has  been  since  entering  the  tropics;  tacked  three 
times. 


IIOUTES   TO    IlIO,    KTC.  515 

Oct.  28.  Lat.  1°  44'  X.;  long.  33°  33'  W.  Current,  W.  X.  W.,  one  knot  per  liour.  Barometer,  29.97 ; 
tomperature  of  air,  81°  ;  of  water,  71)°;  of  water,  at  10  feet  G  inehes  deptli,  79°.  Winds:  .S.  i  E.,  S.  S.  E., 
S.  E.  bj-E.     Light  winds  and  pleasant  weather ;  stood  E.  S.  E.  J  E.  8  hours. 

Oct.  29.  Lat.  0°  03'  N.;  long.  34°  58'  W.  Current,  X.  W.  by  AV.,  1  knot  per  hour.  Barometer, 
1^9.95  ;  temperature  of  air,  81°  ;  of  water,  79°  ;  watci",  at  10  feet  6  inches  depth,  79°.  "Winds  :  S.  E.,  S.  S. 
I-".,  S.  E.  by  S.,  moderate  breeze  and  cloudy.  I  am  now  on  the  line,  after  a  passage  of  46  days,  and  so  far 
west  that  I  shall  ftill  to  leeward  of  St.  Eoque,  no  doubt :  and  the  question  arises  in  my  own  mind,  could  I 
have  done  better  by  taking  some  other  course?  I  have  all  faith  in  M<ni.r\/s  Booh  and  Charts;  I  think  I 
have  followed  them  as  far  as  possible.  But  if  I  have  made  no  mistake  in  the  route,  mine  is  a  hard  case.  I 
have  not  h.ad  a  whole  sail  breeze  eight  consecutive  hours  since  leaving  Xcw  York'.  Xo  trade  either  X.  E. 
or  S.  E.,  until  this  day;  for  the  wind  has  been  so  light  and  baffling,  for  three  days  back,  that  it  could  hardly 
deserve  the  name  of  trade-winds,  and  I  have  not,  nor  do  now  dare  to  stand  east,  for  fear  of  the  strong 
current,  and  that  I  shall  lose  the  wind  again. 

Oct.  30.  Lat.  1°  40'  S.;  long.  30°  00'  W.  Current,  X.  W.,  1  knot  per  hour.  Barometer,  29.98; 
temperature  of  air,  80° ;  of  water,  78°;  water,  at  10  feet  6  inches  depth,  78°.  Winds :  S.  S.  E.,  S.  E.  by 
E.,  S.  E. ;  moderate  and  cloudy,  middle  squally.     Ileavy  dew. 

Oct.  31.  Lat.  3°  33'  S.;  long.  36°  40'  W.  Barometer,  29.98 ;  temperature  of  air.  81°:  of  water,  79° ; 
water,  at  10  feet  6  inches  depth,  79°.  Winds:  S.  E.,  S.  E.  bj^  E.,  S.  E. ;  moderate  and  cloudy;  middle 
squally.     Heavy  dews. 

Xov.  1.  Lat.  4°  43'  S. ;  long.  36°  54'  W.  Current,  W.  X.  W.,  |  knot  per  hour.  Barometer,  29.97 : 
temperature  of  air,  81°;  of  water,  79°;  water,  at  10  feet  6  inches  depth,  79°.  Winds:  S.  E.,  E.  S.  E.,  E. 
S.  E. ;  moderate  and  clear.  At  3  A.  M.  tacked  to  the  X.  E.,  in  9  fathoms  of  watei'.  At  7  A.  M.  tacked 
south  at  12  M.     Point  de  Mel  bore  S.  J  W.  12  miles. 

Xov.  2.  Lat  4°  47'  S. ;  long.  36°  24'  W.  Current,  W.  X.  W.,  i  knot  per  hour.  Barometer,  29.97; 
temperature  of  air,  82 J- ;  of  water,  79°;  water,  at  10  feet  6  inches  depth,  79°.  Winds:  E.,  E.,  E.  All 
this  day  making  short  tacks  from  the  land,  and  into  7  fathoms  on  St.  Roque  Banks. 

X'ov.  3.  Lat.  4°  45'  S.;  long.  36°  02'  W.  Current,  W.  X"  W.,  h  knot  per  hour.  Barometer,  29.96  ; 
temperature  of  air,  81°  ;  of  water,  79°  ;  water,  at  10  feet  6  inches  depth,  79°.  Winds:  E.,  E.,  E.  All  this 
day  making  short  tacks  from  the  land,  and  into  7  fathoms  on  St.  Eoque  Banks. 

Xov.  4.  Lat.  4°  43'  S. ;  long.  35°  33'  W.  Current,  AV.  X.  W.,  ?,  knot  per  hour.  Baroni(>ter,  29.96; 
temperature  of  air,  81° ;  of  water,  79°  ;  water,  at  10  feet  6  inches  depth,  78J-°.  Winds:  E.,  E.,  E.  All  this 
day  making  short  tacks  from  the  land,  and  into  7  fathoms  on  St.  Roque  Banks. 

Nov.  5.  Lat.  4°  47'  S. ;  long.  35°  08'  W.  Current,  X.  W.,  h  knot  per  hour.  Barometer,  29.96 ; 
temperature  of  air,  82°  ;  of  water,  79 J;  w^ater,  at  10  feet  6  inches  depth,  79i.  Winds:  E.  S.  E.,  E.  S.  E., 
E.  S.  E.     Light  winds,  clear;  making  short  tacks  off  the  land,  in  7  fathoms  of  water,  on  St.  Roque  Banks. 

Nov.  6.  Lat.  5°  44' S.;  long.  35°  05'  W.  Current,  X.  W.  by  X.,  1  knot  ]H-r  hour.  Barometer, 
29.95 ;  temperature  of  air,  81°  ;  of  water,  79°  ;  water,  at  10  feet  6  inches  depth,  79°.     Winds:  E.  S.  E., 


516  THE    WIND    AND   CURRENT   CHARTS. 

E.  S.  E.,  E.  S.  E.  I  am  now  south  of  St.  Roque,  and  in  tlie  five  days  I  have  been  heating,  I  have  not  had  one 
hour's  stout  wind,  but  less  current  than  north  of  the  line.  I  have  been  on  the  bank  every  tack,  and  in  one 
instance  into  4  fathoms,  off  Point  Calcanhar :  I  think  the  soundings  in  the  vicinity  of  the  banks  are  correct 
in  many  phxces. 

Nov.  7.  Lat.  6=  20'  S.;  long.  34°  50'  W.  Current,  N.K  W.,  |  knots  per  hour.  Barometer,  29.99; 
temperature  of  air,  80°;  of  Avater,  79°;  water,  at  10  feet  6  inches  in  depth,  79°.  Winds:  S.  E.,  E.  S.  E., 
S.  E.  by  E.     Light  winds  and  clear.     Tacked  twice  near  the  land. 

Nov.  8.  Lat.  6°  40'  S.;  long.  34°  37'  W.  Current,  N.  N.  W.,  A  knot  per  hour.  Barometer,  30.01 ; 
temperature  of  air,  81°;  water,  79° ;  water,  at  10  feet  6  inches  in  depth,  79°.  Winds:  S.  S.  E.,  S.  E.  by  E. 
Light  winds  and  clear ;  tacked  several  times  as  the  wind  varied  a  point  or  two. 

Nov.  9.  Lat.  7°  50'  S. ;  long.  34°  42'  W.  Current,  N.,  |  knot  per  hour.  Barometer,  30.03 ;  tempera- 
ture of  air,  81°  ;  of  water,  79i°  ;  water,  at  10  feet  6  inches  in  depth,  79i°.  Winds :  S.  E.  by  E.,  E.  S.  E.,  E. 
S.  E.  At  10  P.  M.  hail  a  squall  from  N.  E.  for  half  an  hour,  attended  with  heavy  rain.  Remainder  of 
the  day  clear,  with  light  wind. 

[This  tack  is  not  quoted  as  an  illustration  of  the  route;  for  the  vessel,  as  it  appears  from  the  eaf)tain's 
letter,  had  sustained  injuries  to  her  bottom  by  striking  aground,  which  injured  her  sailing.  This  abstract, 
however,  may  be  studied  with  profit  by  those  who  are  making  an  October  passage,  for  it  gives  much 
information  touching  the  winds,  &c.,  during  that  mouth.] 

Annie  Buckram  (Barber),  New  York  to  Canton,  nineteen  days  out. 

Oct.  18,  1852.  Lat.  16°  39'  N. ;  long.  30°  50'  W.  Barometer,  29.9  ;  temperature  of  air,  82° ;  of  water, 
80°.  Winds:  E.  S.  E.  to  S.  W.,  calm  and  east.  Good  breeze;  night  wind  baflling  to  S.  E.  and  S.  W., 
quite  light;  4  A.  M.,  calm;  ends  light  airs  from  the  east. 

Oct.  19.  Lat.  15°  02'  N. ;  long,  30°  29'  W.  Barometer,  29.9  ;  temperature  of  air,  82° ;  of  water,  81°. 
Wmds :  E.,  E.  by  S.,  E.  S.  E.  Light  winds  and  fair  weather  all  day.  Several  current  ripples,  but  have 
had  no  current. 

Oct.  20.  Lat.  13°  28'  N.;  long.  30°  05'  W.  Barometer,  30.00;  temperature  of  air,  82°;  of  water, 
81°.  Winds:  E.  by  S.,  E.  S.  E.,  E.  S.  E.  Light  winds  and  overcast;  light  showers  passing  over  us  from 
westward  witliout  the  wind's  hauling.     Latter  part,  moderate  and  pleasant. 

Oct.  21.  Lat.  10°  40'  N.;  long.  29°  46'  W.  Barometer,  30.00;  temperature  of  air,  83°;  of  water, 
82°.     Wind  :  E.  S.  P].     Moderate  breeze  and  passing  squalls  all  day. 

Oct.  22.  Lat.  8°  24'  N.;  long.  29°  15'  W.  Barometer,  29.9;  temperature  of  air,  83°;  of  water,  82°. 
Winds:  E.  S.  E.,  E.  by  S.,  E. S. E.  to  S.  Moderate  and  pleasant ;  right  good  breeze;  latter  part,  unsteady, 
baffling,  with  light  showers. 

Oct.  23.  Lat.  7°  30'  N. ;  long.  29°  43'  W.  Barometer,  29.9;  temperature  of  air,  82° ;  of  water,  82°. 
Winds:  S.,  S. S.  E.,  S.  S.  E.     Light  winds  and  calm ;  night,  same;  latter  part,  moderate  breeze. 

Oct.  24.     Lat.  (;°  43'  N. ;  long.  29°  33'  W.     Barometer,  29.9  ;  temperature  of  air,  82°  ;  of  water,  82°. 


ROUTES  TO   RIO,   ETC.  517 

Winds :  S.  by  E.,  S.  S.  W.,  calm ;  strong  breezes.     8  P.  M.  tacked  to  S.  E.     Night  rainy,  with  squalls ;  latter 
part,  calm ;  and  a  bad  bubble  of  southerly  sea. 

Oct.  25.  Lat.  G°  IS'  N.;  long.  29°  5'  W.  Current,  20  miles,  S.  E.  Barometer,  29.0  ;  temperature  of 
air,  84°;  of  water,  82°.  Winds:  calm,  all  round  calm;  calm  and  hazy;  night,  light  squalls  all  around; 
latter  part,  calm.     The  ship  has  not  gone  more  than  20  miles  through  the  water  all  day. 

Oct.  26.  Lat.  5°  32'  N.;  long.  28°  50'  W.  Current,  18  miles,  S.  by  W.  Barometer,  29.9  ;  tempera- 
ture of  air,  83°;  of  water,  82°.  Winds:  calm,  S.  W.,  S.  W.  Calm  in  the  beginning;  during  the  night 
and  latter  part,  very  fixint  airs  from  S.  W. 

Oct.  27.  Lat.  4°  55'  N.;  long.  28°  29'  W.  Current,  15  miles,  S.  Barometer,  29.9;  temperature  of 
air,  81° ;  of  water,  82°.  Winds :  S.  W.,  S.  S.  W.,  S.  S.  W.  Very  light  airs  all  day ;  hardly  steerage  way ; 
during  the  night,  heavy  showers ;  Avind  baffling  from  west  to  south. 

Oct.  28.  Lat.  4°  43'  N.;  long.  27°  39'  W.  Barometer,  20.9;  temperature  of  air,  82°;  of  water, 
82°.  Winds:  S.  S.  W.,  S.  W.,  S.  Light  winds  and  squally,  with  plenty  of  rain  ;  at  times,  nearly'  calm  ;  a 
heavy  southerly  swell. 

Oct.  29.  Lat.  3°  38'  K;  long.  28°  40'  W.  Barometer,  29.9  ;  temperature  of  air,  81° ;  of  water,  82°. 
Winds :  S.,  S.  by  E.,  S.  by  E.  First  six  hours  squally ;  during  the  night  and  latter  part,  moderate  and 
pleasant.     Stood  to  eastward  first  three  hours,  then  S.  W.  by  W. 

Oct.  30.  Lat.  2°  20'  N.;  long.  30°  6'  W.  Barometer,  29.9 ;  temperature  of  air,  80° ;  of  water,  82°. 
Winds:  S.  by  E.,  S.  S.  E.,  S.  S.  E.,  calm,  S.  by  E.  Unsteady  breezes,  with  showers,  from  S.  E.  to  S.,  every 
few  minutes ;  calm  for  three  hours. 

Oct.  31.  Lat.  1°  10'  N. ;  long.  31°  2'  W.  Barometer,  29.9;  temperature  of  air,  81°;  of  water,  82°. 
Winds :  S.  by  E.,  S.  S.  E.,  S.  E.  by  S.  Moderate  and  ftiir  weather.  Stood  5\  hours  to  the  eastward ; 
tacked  to  the  southward  and  westward  at  midnight. 

Nov.  1.  Lat.  55'  S. ;  long.  32°  W.  No  current.  Barometer,  29.9;  temperature  of  air,  82°;  of 
water,  82°.  AVinds :  S.  E.,  S.  E.,  S.  E.  to  S.  S.  E.  Moderate  breezes  and  pleasant.  Crossed  the  equator 
about  midnight,  35.\  days  from  New  York,  in  long.  31°  30'.  Stood  to  the  eastward  the  last  two  hours. 
i[y  last  three  passages  have  been  27,  28,  27  days;  in  all  of  which,  I  went  as  far  east  as  26°,  and  crossed 
east  of  29°.     This  time  there  was  no  choice ;  go  ahead  or  beat. 

[And  you  did  right.] 

Nov.  2.  Lat.  3°  14'  S. ;  long.  31°  38'  W.  No  current.  Barometer,  29.9;  temperature  of  air,  80°; 
of  water,  80°.  Winds :  S.  S.  E.  to  S.  E.,  E.  by  S.,  E.  Moderate  trades  and  pleasant.  Stood  to  the  east- 
ward 2  hours;  tacked  to  the  southward  at  2  P.  M.     During  the  night  and  latter  part,  good  breezes. 

Nov.  3.  Lat.  6°  19'  S. ;  long.  31°  42'  W.  Barometer,  29.9 ;  temperature  of  air,  80° ;  of  water,  80°. 
Wind:  E.  to  E.  S.  E.  aU  day.  Good  breeze  and  fine  weather.  Steering  south  most  of  the  time,  wind  free. 
No  current  since  crossing  the  equator. 

Nov.  4.  Lat.  9°  34'  S.;  long.  31°  31'  W.  Barometer,  29.9 ;  temperature  of  air,  80° ;  of  water,  80°. 
Winds:  K.  by  S.,  K.  by  S.,  E.     Good  breezes  and  fine  weather.     This  is  the  first  time  I  ever  made  a  south 


518  THE  WIND  AND  CURRENT  CHARTS. 

course  from  the  equator  to  tins  latitude.     We  niiglit  have  made  easting,  the  wind  being  free  on  a  south 
course.     No  current.     Longitude  O  and  £  comes  within  9  miles  of  chronometer. 

Robert  Wing  (L.  Crowell),  New  York  to  Buenos  Ayres,  fifteen  daj's  out. 

Oct.  18,  1852.  Lat.  20°  21'  N.;  long.  -±4°  31'  W.  Temperature  of  air,  83° ;  of  water,  83°.  Winds: 
E.  by  S.,  E.  S.  E.,  S.  E.  Very  fresh  breezes,  attended  with  squalls  of  wind  and  rain,  with  high  sea  from 
S.  E. ;  wanting  to  make  more  easting;  wind  hung  very  obstinate  to  E.  S.  E.;  am  afraid  the  wind  may  hang 
on  too  long  to  cross  the  equator  where  I  intended ;  I  never  knew  the  trades  to  work  so  far  to  the  southward 
and  eastward  at  this  or  any  other  season. 

Oct.  19.  Lat.  18°  40' N.;  long.  43°  30' W.  Temperature  of  air,  84°;  of  water,  83°.  AVinds:  E.  S.  E., 
E.,  E.     Fresh  breezes,  with  hard  squalls  of  rain;  very  bail  appearances;  bad  sea  running  from  S. E. 

Oct.  20.  Lat.  17°  40' N.;  long.  43°  08' W.  Temperature  of  air,  85° ;  of  water,  82°.  Winds:  E.  by 
N.,  E.  by  S.,  E.  S.  E.     Fresh  breezes,  with  hard  squalls  of  wind  and  rain.     Latter  part,  pleasant. 

Oct.  21.  Lat.  1(3°  51'  N. ;  long.  42°  07'  W.  Temperature  of  air,  85°  ;  of  water,  82°.  Winds :  S.  S.  E., 
S.,  S.  by  W.  Light  winds  and  pleasant;  wind  varying  from  E.  S.  E.  to  S.  and  S.  W. ;  have  had  no  N.  E. 
trade-winds  hanging  obstinately  at  S.  and  E. 

Oct.  22.  Lat.  17°  15'  N. ;  long.  40°  36'  W.  Temperature  of  air,  84;  of  Avater,  82°.  Winds:  S.  by 
W.,  S.,  S.  S.  E.  Moderate  breezes  and  pleasant;  wind  vaiying  from  S.  by  W.  to  S.  E.;  very  dull  prospects, 
not  finding  any  trades;  wind  hanging  obstinately  at  southward  and  eastward. 

Oct.  23.  Lat.  16°  08'  N.;  long.  40°  09'  W.  Temperature  of  air,  84°;  of  water,  82.  Winds:  E.  by 
N.,  E.  by  N.,  east.     Moderate  breezes  and  pleasant ;  all  sail  set. 

■       Oct.  24.     Lat.  14°  17'  K;  long.  39°  00'  W.     Temperature  of  air,  83°;  of  water,  82-1°.     Winds:  E., 
E.,  E.  by  S.     Moderate  breezes  and  pleasant;  all  sail  set. 

Oct.  25.  Lat.  12°  22' N.;  long.  38°  55' W.  Temperature  of  air,  85°  ;  of  water,  82°.  AYinds:  E.  S.  E., 
E.  S.  E.,  S.  E.  First  part,  fresh  breezes,  E.  S.  E.,  Avith  srpialls;  middle  and  latter  part,  moderate,  winds 
baffling  from  S.  W.  to  E. ;  tacked  to  make  easting  Avlicn  opportunity  ofll-rs ;  appearances  of  strong  current; 
heavy  ti<:le  rips. 

Oct.  26.  Lat.  12°  12'  N.;  long.  38°  55'  W.  Temperature  of  air,  84°;  of  water,  82°.  Winds:  calm, 
calm,  S.  E.     First  and  middle  parts,  calm;  latter  part,  light  airs  from  S.  E.  to  N. ;  11  to  12,  heavy  rain. 

Oct.  27.  Lat.  11°  31'  N.;  long.  38°  30'  W.  Temjierature  of  air,  83°;  of  water,  83°.  Winds:  east, 
E.  S.  E.,  E.  by  S.  Light  bafiling  airs  from  E.  N.  E.  to  S.  E. ;  })leasant  weather ;  very  heavy  tide  rips,  more 
so  than  I  have  ever  seen  in  the  Atlantic,  equal  to  the  rippling  on  George's  Bank,  yet  I  have  not  experienced 
any  current  about  here. 

Oct.  28.  Lat.  10°  05'  N  ;  long.  37°  45'  W.  Temperature  of  air,  86°  ;  of  water,  84°.  Winds :  E.  S.  E., 
E.  by  S.,  S.  E.  Fresh  breezes  and  pleasant;  middle  and  latter,  bafiling  airs  from  E.  N.  E  to  S.  E. ;  heavy 
tide  rips.     Barque  steering  north.  •  Air,  E.  N.  E.     Current,  15  miles  during  last  24  hours. 

Oct.  29.     Lat.  8°  11'  N. ;  long.  36°  29'  W.     Temperature  of  air,  86°  ;  of  water,  84°.     Winds:  E.  by  N., 


liOU'l'KS   TO    KIO,   JiTC.  519 

E.  by  N.,  E.  by  S.  Fine  breezes  aud  jileasanf,  with  occasional  liglit  squalls  ol'  rain  ;  25  miles  easterly 
current. 

Oct.  30.  Lat.  7°  17'  N.;  long.  35°  58'  W.  Temperature  of  air,  85°;  of  water,  8-1°.  Winds:  E., 
E.  S. E.,  S.  E.     First  and  middle  part,  liglit  variable  winds;  latter  part,  fresh  breezes,  heavy  appearances. 

Oct.  31.  Lat.  5°  31'  N. ;  long.  36°  12'  W.  Temperature  of  air,  85° ;  of  water,  84°.  Winds :  E.  S.  E., 
S.  E.,  S.  E.     First  part,  fresh  breezes;  middle  and  latter,  baffling  fi-oin  E.  to  S. ;  had  rain  squalls. 

Nov.  1.  Lat.  5°  07'  N. ;  long.  35°  09'  W.  Temperature  of  air,  84°  ;  of  water,  84°.  Winds  :  E.,  E. 
by  S.,  E. ;  light  variable  winds,  from  E.  to  S.  E.  with  squalls;  tacked  several  times,  to  take  advantage  of 
starts  of  wind,  having  had  very  bad  chances  to  make  easting  when  I  wished,  not  getting  any  N.  E.  trade. 

Nov.  2.  Lat.  3°  12'  N. ;  long.  34°  35'  W.  Temperature  of  air,  84° ;  of  water,  82°.  Winds :  E.  S.  E., 
E.  N.  E.,  S.  E. ;  light  breezes  and  pleasant,  from  E.  S.  E.  to  S.  E. ;  tacked  three  times,  to  make  slants  to  the 
east.  I  have  had  120  miles  easterly  current  between  lat.  11°  30'  and  3°  X.  in  five  days.  Here,  I  should 
recommend  a  vessel  to  make  her  easting,  in  case  the  S.  E.  trades  reach  as  far  north  as  tiiis  parallel,  as  they 
have  with  me.     I  shall  stand  on  for  Cape  St.  Roque,  rather  than  tack  back  to  the  X.  and  E. 

Xov.  3.  Lat.  2°  07'  N. ;  long.  35°  08'  W.  Temperature  of  air,  83°  ;  of  water,  82°.  Winds:  E.  S.  E., 
S.  E.,  S.  E. :  light  winds  and  squalls  ;  find  it  very  difficult  to  make  easting,  unless  making  too  much  north- 
ing, having  had  no  chance  for  a  slant.     The  most  iinfavorable  chance  I  ever  saw. 

Xov.  4.  Lat.  00°  12'  S. ;  long.  35°  45'  W.  Temperature  of  air,  82°  ;  of  water,  82°.  Wind :  S.  E. ; 
fresh  breezes  and  clear.  I  have  availed  myself  of  every  opportunity  to  make  easting,  since  I  first  entered 
the  region  of  the  X. E.  trade-winds,  but  have  found  none — a  very  singular  occurrence;  have  verj-  unwill- 
ingly crossed  the  equator  in  35°  45'.  Shall  stand  on  for  the  laud,  unless  I  am  favored  with  a  slant ;  shall 
evidently  fetch  to  leeward  of  Cape  St.  Eoque  ;  this  I  expected  when  I  found  the  X.  E.  trades  to  fail  me.  If 
I  Ml  to  leeward  of  Cape  St.  Roque,  it  will  not  be  the  fault  of  Lieut.  Maur}',  unless  he  can  govern  the 
elements ;  this  we  do  not  look  for  him  to  do ;  although  the  great  improvements  for  navigators  that  he 
has  been  so  attentive  to,  is  indeed  wonderful.     Xo  current. 

Xov.  5.  Lat.  2°  35'  S. ;  long.  35°  51'  W.  Temperature  of  air,  80° ;  of  water,  82°.  Winds :  S.  E., 
S.  E.  by  E.,  E.  by  S. ;  fresh  breezes  and  pleasant ;  standing  on  for  the  land. 

Xov.  6.  Lat.  4°  48'  S. ;  long.  36°  08'  W.  Temperature  of  air,  82°  ;  of  water,  78°.  Winds :  E.  S.  E., 
E.  by  S.,  E.  by  S. ;  fresh  breezes,  and  clear.  At  11  A.  1^1.  the  water  discolored;  at  11  hours  30  min.  saw 
the  laud  60  miles  to  the  leeward  of  Cape  St.  Roque ;  meridian,  on  the  reef;  saw  breakers  J  mile  distant  to 
S.  W. ;  tacked  off"  the  land ;  the  land  here  is  low  and  sandy ;  but  there  is  no  danger  with  a  good  lookout ; 
you  can  always  tell  by  the  water,  as  it  becomes  while  as  you  near  the  Bank.  A  barque  in  sight,  standing 
in. 

Xov.  7.  Lat.  4°  09'  S.;  long.  35°  07'  W.  Temperature  of  air,  82°;  of  water,  80°.  Winds:  S.  E. 
by  S.,  S.  E.,  S.  S.  E.  Fine  breezes  and  pleasant ;  middle  and  latter  part  moderate.  At  6  A.  M.  tacked  to 
the  southward.     This  is  the  first  chance  I  have  had  to  make  a  start  to  the  eastward,  for  fifteen  days. 

Xov.  8.     Lat.  5°  11'  S.;  long.  35°  15'  W.     Temperature  of  air,  83°;  of  water,  81^°.     Winds:  S.  E., 


520  THE   WIND   AND   CUBRENT   CHARTS. 

S.  E.  by  E.,  S.  E.  First  part,  moderate  breezes;  middle  and  latter  part,  fine  breezes  and  clear.  At  5  P.  !^^. 
tacked  to  tlie  E.  N.  E.  two  hours ;  tacked  to  tke  southward,  stood  five  hours ;  stood  E.  N.  E.  four  hours ; 
tacked  to,  eight  hours.  At  11  hours  30  niin.  A.  M.  water  discolored ;  stood  in  to  ten  fathoms ;  saw  the  laud, 
Point  Calcanhar,  bearing  W.  by  N.  6  miles;  found  no  difficulty  in  making  to  windward.  Current,  half 
mile,  W.  K  W. 

Nov.  9.  Lat.  5°  52'  S. ;  long.  85°  05'.  Temperature  of  air,  84°  ;  of  water,  80°.  Wind  :  S.  E.  Fresh 
breezes  and  pleasant ;  high  sea  from  S.  E. ;  standing  ofl"  and  on  in  shore ;  working  along  the  coast ;  find  the 
sounding  quite  regular,  from  7  to  12  fathoms;  reef  showing  very  plain;  little  or  no  current  about 
here. 

Nov.  10.  Lat.  6°  35'  S. ;  long.  35°  05'  W.  Temperature  of  air,  84° ;  of  water,  80°.  Winds :  S.,  S. 
S.  E.,  S.  E.  by  S.  Fresh  breezes  and  pleasant ;  working  all  along  the  coast.  Tliis  has  been  a  very  unfavor- 
able chance  for  any  vessel  to  work  up  the  coast ;  notwithstanding,  I  have  made  as  much  headway  as  I  could 
have  expected  to,  on  the  coast  of  North  America;  and  I  would  also  say  that  one  need  not  fear  Cape  St- 
Eoque,  unless  it  is  much  different  from  what  I  found  it.  I  shall  always  aim  to  cross  the  equator  west  of 
31°,  being  sure  that  there  is  but  little  current  about  this  cape. 

Nov.  11.  Lat.  6°  41'  S.;  long.  34°  00'.  Temperature  of  air,  85°;  of  water,  80°.  Winds:  S.  S.  E., 
S.  E.,  S.  S.  E.     Fresh  breezes  and  fine  weather.    Working  up  the  coast ;  wind  obstinate  at  S.  S.  E,  and  S.  E. 

Nov.  12.  Lat.  7°  5G'S.;  long.  34°  27'  W.  Temperature  of  air,  83°  ;  of  water,  80°.  Winds:  S.  E., 
S.  E.,  S.  E.  by  S.  Light  breezes  and  fine  weather.  Saw  several  catamaraus.  Land  in  sight,  off  Pernam- 
buco.  This  is  the  sixth  day  since  I  first  made  the  land  sixty  miles  to  leeward  of  Cape  St.  Roque ;  have 
■worked  nearly  dead  to  windward. 

[Up  to  this  time  she  had  had  the  winds  from  the  westward,  principally  from  the  northward  and  west- 
ward. She  did  not  take  sufficient  advantage  of  them,  and  therefore  crossed  the  equator  farther  to  the  west- 
ward than  it  is  desirable  to  do.  Nevertheless,  her  abstract  proves  that,  by  crossing  as  far  west  as  30°,  one 
is  not  hopelessly  to  leeward. 

It  is  very  easy,  after  one  sees  how  the  winds  have  been,  to  say  what  the  course  should  have  been. 
But  I  hope  navigators  will  not  regard  my  critiques  upon  their  tracks  ever  in  an  oiiensive  light.  We  must 
profit  each  by  the  experience  of  others ;  and,  though  Captain  Crowell  did  keep  to  the  west  of  the  track  pre- 
scribed, it  does  not,  therefore,  follow  that  he  is  to  blame.  Whether  the  navigator  be  to  blame  or  not,  is  no 
concern  of  mine.  It  is  my  aim  to  give  sailing  directions,  and  to  lay  them  down  so  clearly  that  all  who 
will,  may  understand  them.  And  I  know  no  better  way  of  doing  this  than  by  making  examples  teach  by 
the  experience  which  others  are  kind  enough  to  spread  before  me. 

Though  Captain  Crowell  did  "stick  her  away  south"  sooner  than  in  my  judgment  it  was  advisable, 
yet  he  had  no  cause  to  regret  it.  He  gained  upon  the  old  route  some  ten  or  fifteen  days,  and  in  a  week 
afterwards  he  was  running  off  with  topmast  studding-sails  set,  with  Cape  St.  Roque  a  long  Avay  oft'  under 
his  lee.] 


KOUTKS   TO    HIO,    ETC.  521 

Shi]}  Capitol  (Gorham),  Richmond,  to  San  Francisco,  16  days  out. 

Nov.  4,  1852.     Lat.  19°  30'  N. ;  long.  34°  53'  W.     Squally,  E.,  S.  E. 

Nov.  5.     Lat.  17°  16'  N.;  long.  33°  55'  W.     Moderate  breezes,  E.  by  S. 

Nov.  6.     Lat.  14°  54'  N. ;  long.  33°  OS'  W.     Moderate  breezes,  E. 

Nov.  7.     Lat.  12°  34'  N. ;  long.  32°  20'  W.     Fresh  breezes,  E.  by  S. 

Nov.  8.    Lat.  10°  06'  N. ;  long.  31°  10'  W.    Squally,  E.,  E.  N.  E.,  N.  E. 

Nov.  9.     Lat.  8°  04'  N. ;  long.  30°  38'  W.     Squally,  with  rain,  E.,  S.  E.,  E. 

Nov.  10.     Lat.  7°  35'  N. ;  long.  29°  58'  W.     Squally  with  rain,  E.,  S.  E.,  E.  by  S. 

Nov.  11.     Lat.  6°  39'  N. ;  long.  29°  30'  W.     Squally  with  rain,  S.  E.,  E.  S.  E.,  E.  N.  E. 

Nov.  12.     Lat.  5°  29'  N. ;  long.  29°  04'  W.     Squally  with  rain,  N.  E.,  E.,  S.  E. 

Nov.  13.     Lat.  4°  51'  X. ;  long.  28°  52'  W.     Light  and  baffling,  S.  S.  E.,  N.  E.,  S.  E. 

Nov.  14.     Lat.  3°  45'  N. ;  long.  28°  50'  W.     Squally,  S.  E.,  E.,  N.  E. 

Nov.  15.     Lat.  2°  47'  N. ;  long.  29°  35'  W.     Squally,  S.  E.,  E.  X.  E.,  E.  X.  E. 

Xov.  16.     Lat.  2°  31'  N. ;  long.  30°  00'  W.     Calm  and  rain  squalls,  baffling  airs. 

Nov.  17.     Lat.  1°  01'  N.;  long.  30°  15'  W.     Moderate  breezes,  S.  S.  W.,  S.  E.  by  E.,  E. 

Nov.  18.     Lat.  1°  18'  S.;  long.  31°  16'  W.     Moderate  breezes,  S.  E. 

Nov.  19.     Lat.  3°  49'  S. ;  long.  32°  16'  W.     ^Moderate  breezes,  S.  E. 

Nov.  20.     Lat.  6°  37' S.;  long.  33°  19' W.     Moderate  breezes,  S.  E. 

Shi])  George  liayncs,  Boston  to  San  Francisco,  twenty-two  days  out. 

Nov.  4.  Lat.  22°  00'  N. ;  long.  27°  18'  W.  Winds  :  E.  N.  E.,  E.,  E.  by  S.  First  part,  squally ;  latter 
part,  moderate  breezes. 

Nov.  5.     Lat.  18°  15'  X. ;  long.  26°  50'  AV.     Wind  :  E.     Fine  weather. 

Nov.  6.     Lat.  1.5°  58' N. ;  long.  26°  40' W.     Wind:  E.     Pleasant  breezes. 

Nov.  7.     Lat.  13°  06'  X. ;  long.  26°  40'  W.     Wind  :  E.     Pleasant  breezes. 

Nov.  8.  Lat.  10°  15'  X. ;  long.  26°  24'  W.  Winds:  E.,  E.X.E.,  E.  X.E.  During  the  night,  sharp 
lightning  to  S.  E. ;  at  noon,  wind  hauled  to  S.  E.  in  a  squall. 

Xov.  9.  Lat.  8°  30'  N. ;  long.  26°  20'  W.  Winds  :  E.  S.E.,  S.  E.,  E.  S.E.  Begins  with  moderate 
breezes  ;  middle  part,  squally.     Ends  light  breezes. 

Nov.  10.  Lat.  7°34'X.;  long.  26°44'W.  Winds:  S.  S.E.,cahn,  E.  First  part,  light  airs;  middle, 
calm  ;  latter  part,  light  airs. 

Xov.  11.  Lat.  6°  32' X.;  long.  26°  36' W.  Winds:  E.,  E.  X.E.  Light  airs  and  calms  ;  considerable 
lightning  in  S.  and  X.  E. 

Nov.  12.  Lat.  5°  26'  X.;  long.  26°  48'  W.  Winds:  E.,  E.S.E.,  calm.  Begins  calm  with  rain  ;  at 
8  P.M.  wind  hauled  in,  squall  to  S.E.     Ends  calm. 

Nov.  13.     Lat.  4°  55'  N. ;  long.  27°  04'  W.     Winds:  E.  S.  E.,  S.S  E.,  calm.     Light  airs. 


522  THE    WIND   AND   CURliENT   CHARTS. 

Nov.  14.  Lat.  3°  27'  N.;  long.  27°  18'  W.  Winds:  E.S.E.,  S.E.  First  part,  squally;  middle,  light 
breezes ;  latter,  moderate  breezes. 

Nov.  15.  Lat.  2°  07'  N.;  long.  28°  00'  W.  Winds:  S.E.byS.     Moderate  breezes  and  squally. 

Nov.  16.  Lat.  1°  15'  S.;  long.  28°  42'  W.  Winds:  S.,  S.S.E.     Light  breezes. 

Nov.  17.  Lat. 0°  02' S.;  long.  29° 00' W.     Winds:  S.  S.E.,  S.E.     Moderate  breezes  and  fine  weather. 

Nov.  18.  Lat.  2°  06'  S. ;  long.  29°  24'  W.  Winds:  S. E.,  E. S. E.,  S. E.  by  E.     Steady  breezes. 

Nov.  19.  Lat.  4°  44'  S.;  long.  30°  55'  W.  Winds:  S.  E.  by  E.,  S.E.     Steady  breezes. 

Nov.  20.  Lat.  7°  40'  S. ;  long.  31°  50'  W.  Winds :  S.  E.,  E.  S.  E.     Steady  breezes. 

Brig  Georijiana  (Chase),  New  York  to  Mozambique,  eighteen  days  out. 

Nov.  13,  1851.  Lat.  20°  04'  N. ;  long.  31°  13'  W.  Winds :  S.  W.,  S.  S.  W.  Fresh  breezes  and  fine 
weather. 

Nov.  14.     Lat.  19°  54'  N. ;  long.  29°  24'  W.     Wind :  S.  S.  W.     Light  breezes  with  fine  clear  weather. 

Nov.  15.     Lat.  18°  35'  N. ;  long.  29°  53'  W.     Winds:  S.,  S. S.  W.     Light  airs  and  cloudy. 

Nov.  16.     Lat.  17°  52'  N. ;  long.  30°  25'  W.     Winds :  calm,  S.  S.  W.,  calm.     Cloudy  weather. 

Nov.  17.  Lat.  15°  55'  N.;  long.  30°  14'  W.  Winds:  S.S.W.,  S.,  S.  E.  First  part,  light;  latter, 
fresh  breezes. 

Nov.  18.     Lat.  13°  49' N.;  long.  29°  56' W.     Winds:  S.E.,  E.  S.E.,  E. S.E.     Pleasant  gales  and  fair. 

Nov.  19.     Lat.  10°  55'  N. ;  long.  29°  00'  W.     Winds  :  E.,  E.byN.     Fresh  trades. 

Nov.  20.     Lat.  8°  26'  N. ;  long.  28°  04'  W.     Winds :  E.  N.  E.,  N.  E.  by  E.     Pleasant  gales. 

Nov.  21.  Lat.  5°  39'  N. ;  long.  27°  05'  W.  Wind  :  E.N.E.  First  part,  fresh  breezes  and  pleasant ; 
latter  part,  light  and  squally. 

Nov.  22.  Lat.  4°  55'  N. ;  long.  27°  35'  W.  Winds :  S.,  W.  S.  W.,  S.  W.  Light  and  baffling  airs  ; 
clear  weather. 

Nov.  23.  Lat.  4°  01'  N. ;  long.  27°  20  W.  Winds :  S.,  S.  S.  W.,  W.  S.  W.  Light  baffling  airs  with 
heavy  raiu  squalls. 

Nov.  24.  Lat.  2°  33'  N. ;  long.  28°  41'  W.  Winds:  S.  E.  by  E.,  S.  E.  Strong  breezes  ;  very  heavy 
squalls. 

Nov.  25.  Lat.  0°  10'  N. ;  long.  29°  40'  W.  Winds:  S.  S.E.,  S.E.  by  S.  Fresh  breezes  and  fine 
weather. 

Nov.  26.  Lat.  1°  35'  S. ;  long.  30°  35'  W.     Wind :  S.  E.     Fine  breezes  and  pleasant. 

Nov.  27.  Lat.  4°  06'  S.;  long.  30°  40  W.     Wind:  E.  S.  E.     Weather  pleasant. 

Nov.  28.  Lat.  6°  59'  S.;  long.  30°  30'  W.     Wind  :  E.  S.  E.     Fresh  breezes  with  squalls. 

Fhjinrj  Fish  (E.  E.  Nickels),  Boston  to  San  Francisco,  nine  days  out. 

Nov.  15,  1851.  Lat.  21°  27'.N.;  long.  37°  29'  W.  Winds:  N.  W.  to  S.  W.;  pleasant  weather;  all 
sail. 


ROUTES  TO   mo,   ETC.  523 

Nov.  1(5.     Lat.  19°  00'  N.;  long.  34°  3G'  \Y.     Winds:  S.  W.;  cliangeaLle  weather. 

Nov.  17.     Lat.  17°  24'  N. ;  long.  33°  38'  \V.      Win.ls  :  S.  \\.  to  S.  S.  K. ;  eliangealile  weather;  all  sail. 

Nov.  18.  Lat.  10°  21'  N.;  long.  34°  3S'  \V.  Winds:  S.  to  S.  K.,  liglit;  weather  nnsettled,  rainy;  all 
pail. 

Nov.  10.  Lat.  13°  14' N.;  long.  35°  10'  W.  Winds:  S.  E.  by  E.,  moderate;  plea.sant,  tradedikc 
weather. 

Nov.  20.  Lat.  9"  50'  N.;  long.  34°  00'  W.  Wind:  S.  E.  to  E.,  brisk;  pleasant  weather;  all  sail; 
two  weeks  out ;  average,  213  miles  per  day. 

Nov.  21.  Lat.  6°  34'  N. ;  long.  31°  55'  W.  Winds:  E.  by  S.  to  E.  by  N.;  changeable  weather;  some 
rain;  all  sail. 

Nov.  22.  Lat.  5°  02'  N.;  long.  30°  45' W.  Winds:  E.  by  S.,  S.  to  S.  W.  moderate;  changeable 
weather;  taeked  twice;  all  .sail. 

Nov.  23.     Lat.  4°  58'  N.;  long.  30°  07'  W.     Wind:  southerly;  light  or  calm ;  very  pleasant;  all  sail. 

Nov.  24.     Lat.  2°  31'  N. ;  long.  30°  48'  W.     Wind  :  S.  E.,  brisk  ;   changeable  weather;  all  .sail. 

Nov.  25.  Lat.  0°  24' S.;  long.  32°  04' W.  Wind:  S.  E.;  pleasant;  all  sail;  nineteen  days  to  the 
line,  averaging  196  miles.     Saw  two  American  ships  bound  home. 

Nov.  26.     Lat.  2°  40'  S. ;  long.  32°  30'  W.     Moderate  winds ;  weather  changeable  and  shower}';  all  sail. 

Nov.  27.  Lat.  5°  04' S.;  long.  32°  50' W.  W^ind:  E.  S.  E.;  pleasant  weather;  all  sail;  pas.sed 
Fernando  de  Norouha  Islands ;  190  miles  average. 

Nov.  28.  Lat.  7°  14'  S.;  long.  32°  44'  W.  AVind :  S.  E.,  baffling,  moderate;  unsettled  weather;  all 
sail.     Saw  a  ship  bound  to  the  northward. 

Ship  F.  IF.  Brune  (D.  C.  Landis),  New  York  to  California,  eighteen  days  out. 

Nov.  18, 1852.  Lat.  19°  44'  N. ;  long.  35°  50'  W.  Barometer,  30.05 ;  temperature  of  air,  79° ;  of  water, 
80°.  Winds:  N.  to  N.  N.  E.,  N.  E.  to  S.  E.,  E.  S.  E.  to  E. ;  pleasant;  light  squalls  with  rain,  and  smooth 
sea ;  middle  part,  light  easterly  bi'eezo ;  latter  part,  light  easterly  breeze  and  smooth  sea.  Have  not  seen  the 
Sargosso  this  twenty-four  hours.  The  liarometer  has  been  fluctuating  for  some  days  past,  being  down  to 
30.00  in  the  evening,  and  uj)  to  30.05  in  the  morning,  similar  to  the  tide  of  the  ocean.  I  have  observed 
this  before  in  the  South  Atlantic  beyond  the  trade-winds,  but  never  .so  much  difference — not  being  more 
than  ^%\. 

Nov.  19.  Lat.  18°  22'  N.;  long.  34°  49'  W.  Variation,  12°  45'.  Barometer,  30.25;  temperature  of 
air,  79°;  of  water,  80°.  Winds:  E.,  E.,  E.  by  S.  Moderate  breezes  and  pleasant  weather.  Has  the 
appearance  of  a  strong  current  by  the  tide  rips,  but  did  not  observe  any  by  the  observations.     Sea  smooth. 

Nov.  20.  Lat.  16°  20' N.;  long.  34°  11' W.  Current,  W.  S.  W.,  i  knot  per  hour.  Barometer,  30.25 ; 
temperature  of  air,  78°;  of  water,  81°.  Winds:  E.  S.  E.,  and  E.  to  E.  S.  E.  Eirst  and  middle  parts, 
moderate  breeze  and  pleasant ;  latter,  fresh  breezes  and  head  sea ;  strong  tide  rips  similar  to  those  in  the 
nei";hborhood  of  George's  Shoals. 


624  TUK  WIXD  AND  CURRENT  CHARTS. 

Nov.  21.  Lat.  14°  34'  N. ;  long.  32°  53'  W.  No  current.  Barometer,  30.5 ;  temperature  of  air,  80°  ; 
of  water,  81°.     Wind:  E.     Pleasant  weather;  large  swell  from  S.  E.     Did  not  observe  any  current. 

Nov.  22.  Lat.  12°  40'  N.;  long.  31°  15'  W.  Current,  west,  f  of  a  knot  per  hour.  Barometer,  30; 
temperature  of  air,  80°;  of  water,  81°.  Winds:  E.  to  E. N.  E.  First  and  middle  parts,  fresh  breezes; 
calm  and  pleasant  Aveather ;  heavy  head  sea ;  latter  part,  moderate  and  hazy. 

Nov.  23.  Lat.  (D.  K.)  11°  12'  N.;  long.  30°  W.  Barometer,  29.95;  temperature  of  air,  78°;  of 
water,  80°.  Winds :  E.,  E.,  E.  S.  E.  Moderate  breezes  and  unpleasant  weatJier ;  not  so  much  swell ; 
latter  part,  heavy  dark  appearance  to  the  southward,  and  I  think  the  trade-wind  is  done;  which  is  certainly 
farther  north  than  I  ever  lost  them  before  at  this  season  of  the  year,  though  I  have  been  5°  farther  east. 

Nov.  24.  Lat.  10°  5'N.;  long.  28°  50'  W.  Barometer,  29.95;  temperature  of  air,  78°;  of  water, 
81°.  Winds:  E.  to  S.  S.  E.,  E.  by  N.,  E.  First  pai-t,  cloudy  gloomy  weather;  light  baffling  breezes; 
middle,  moderate  aud  unsteady ;  latter,  light  and  pleasant ;  some  swell. 

Nov.  25.  Lat.  8°  20'  N.;  long.  27°  12'  W.  Current,  N.  W.,  |  knot  per  hour.  Barometer,  29.95; 
temperature  of  air,  80°;  of  water,  81°.  Winds:  E.  to  E.  N.  E.  Fine  breezes  and  pleasant.  Still  looks 
as  though  we  were  in  the  middle  of  the  trades ;  but  I  do  not  think  they  will  remain  with  us  much  longer. 

Nov.  2G.  Lat.  (D.  R.)  G°  45'  N.;  long.  (D.  R.)  26°  12'  W.  Barometer,  29.90;  temperature  of  air, 
80°;  of  water,  80.  Winds:  E.,  E.,  and  S.  First  part,  moderate  aud  pleasant;  ends,  squally  and  baffling; 
a  heavy  turbulent  swell. 

Nov.  27.  Lat.  6°  9'  N.;  long.  20°  13'  W.  Barometer,  29.90;  temperature  of  air,  81°;  of  water, 
81°.  Winds:  S.  to  E.,  S.  to  E.,  E.  S.  E.  Squally  weather,  with  baffling  winds;  heavy  swell  from  the 
south. 

Nov.  28.  Lat.  5°  13'  N.;  long.  26°  30'  W.  Current,  N.  W.,  1  knot  per  hour.  Barometer,  29.95  ; 
temperature  of  air,  81°  ;  of  water,  81°.  Winds  :  E.  S.  E.  to  S.  S.  E.  Squally,  with  light  baffling  breezes  ; 
heavy  swell  from  the  south. 

Nov.  29.  Lat.  (D.  R.)  4°  23'  N. ;  long.  (D.  R.)  26°  W.  Barometer,  29.90 ;  temperature  of  air,  81°  ;  of 
water,  81°.     Winds :  S.  S.  E.  to  E.  S.  E.     Light  winds  and  squally ;  swell  from  S.  E. 

Nov.  30.  Lat.  (D.  R.)  3°  38'  N.;  long.  (D.  R.)  26°  30'  W.  Barometer,  29.90 ;  temperature  of  air  78°  ;  of 
water,  82°.  Winds:  S.  S.E.  to  E.,  S.  S.  E.  to  E.,  S.  S.  E.  to  E.  S.  E.  Light  baffling  winds ;  squally  and 
showery ;  heavy  head  swell. 

Dec.  1.  Lat.  2°  45'  N. ;  long.  27°  25'  W.  Current,  -i  knot,  W.  Barometer,  29.70;  temperature  of 
air,  78°  ;  of  water,  82°.  Winds :  S.  S.  E.  to  S.  E.  calm,  S.  by  E.  First  part,  light  baffling  airs  ;  middle  and 
latter,  squally ;  heavy  head  swell. 

Dec.  2.  No  observations.  No  current.  Barometer,  29.90;  temperature  of  air,  77°;  of  water,  82°. 
Winds  :  S.,  S.,  E.  N.  E.  to  E.  S.  E.     Moderate  breezes,  and  squally  weather.     Still  heavy  swell  from  S.  E. 

Dec.  3.  Lat.  1°  27'  N.;  long  27°  55'  W.  Barometer,  29.9;  temperature  of  air,  84;  of  water,  82. 
Winds:  calms,  and  squalls,  S.  by  E.  First  and  middle  parts,  cloudy;  squally  weather;  latter  part  more 
settled  ;  a  heav}^  head  sea. 


KOUTK.S  TO   nU),   KTC.  525 

Dec.  -i.  Lat.  00°  W  N. ;  long.  28°  13'  W.  Current,  1  knot,  W.  N.  W.  Barometer,  29.95 ;  tempera- 
ture of  air,  84°;  of  water,  82°.  Winds:  S.,  S.  and  S.  l)y  K.  Moderate  wind.-;,  and  squally;  the  wind  some- 
times S.  S.  W. ;  pleasant  weatlicr;  lias  the  appearance  of  llie  trade-winds;  God  knows  it  is  nearly^  time  we 
had  them ;  must  have  had  a  strong  current  to  the  westward,  tliese  three  days  past ;  heavy  swell. 

Dec.  5.  Lat.  00°  56'  S.;  long.  29°  20'  W.  Current,  i  knot,  W.N.  W.  Barometer,  29.95;  tempera- 
ture of  air,  83° ;  of  water,  79°.  Winds  :  S.  by  E.,  S.  S.  E.,  S.  S.  E.  Liglit  breezes,  and  pleasant ;  large  head 
swell. 

Dec.  6.  Lat.  2°  48'  S.;  long.  30°  35'  W.  Current,  J  knot,  per  hour,  W.  Barometer,  29.95;  tempera- 
ture of  air,  83° ;  of  water,  79°.  Wind  :  S.  S.  E.  Light  winds,  and  pleasant  weather  ;  close  by  the  wind  : 
heavy  head  swell. 

Dec.  7.  Lat.  3°  30'  S.;  long.  31°  40'  W.  Current,  1  knot  per  hour,  W.  X.  W.  Barometer,  29.95; 
temperature  of  air,  82°;  of  water,  79°.  Winds:  S.  by  E.,  S.  by  E.,  S.  S.  E.  Moderate  and  pleasant;  some 
swell ;  the  wind  hanging  far  south.     Latter  part,  scpuilly  appearances.     Birds  around. 

Dec.  8.  Lat.  5°  37'  S. ;  long.  31°  33'  W.  Current,  none.  Barometer,  29.92  ;  temperature  of  air,  82° ; 
of  water,  79°.     Wind  :  S.  E.  by  S.     Moderate  and  jnleasant;  smooth  sea. 

Dec.  9.  Lat.  8°  00'  S. ;  long.  32°  41'  W.  Current,  |  knot  per  hour,  west.  Barometer,  29.95  ;  tempera^ 
ture  of  air,  83°;  of  water,  79°.     Winds:  S.  E.  by  S.,  S.  E.,  S.  E.  by  E.     Fine  breezes  and  smooth  sea. 

Dec.  10.  Lat.  10°  47'  S.;  long.  33°  01'  W.  No  current.  Barometer,  30.00;  temperature  of  air,  82°; 
of  water,  80°.     Winds :  S.  E.  by  E.,  S.  E.  by  E.,  E.  by  S.     Fine  breezes  and  a  smooth  sea. 

Dec.  11.  Lat.  13°  56'  S. ;  long.  33°  20'  W.  Current,  J  knot  per  hour,  south.  Barometer,  30.00 ; 
temperature  of  air,  80° ;  of  water,  80°.  Winds :  S.  E.  by  E.,  S.  E.  by  E.,  E.  Fine  breezes.  The  barometer 
fluctuating  /g°g,  which  I  never  observed  before  in  the  heart  of  the  trades.     Smooth  sea. 

Danube,  New  York  to  San  Francisco,  twelve  days  out. 

Nov.  25,  1852.  Lat.,  at  noon,  24°  29'  N.;  long.  42°  16'  W.  Barometer,  30.10;  temperature  of  air, 
71° ;  of  water,  73°.  Moderate  breeze  all  round  the  compass,  and  very  dark,  no  one  hour  from  one  point. 
Evidently  a  very  strong  current  setting  S.  W.  No  part  of  the  24  hours  has  ship's  head  been  to  south  of 
S.  S.  E.  Sharp  lightning  at  S.  E.  Observations  of  yesterday  and  to-day,  good.  Ship,  when  heading  E. 
N.  E  and  S.  S.  E,  carrying  strong  starboard  helm.  Strong  ripplings  like  tide  rips.  Large  quantities  of 
dead-looking  brown  gulf-weed ;  no  fish ;  no  birds.  Ileavy  swell  from  N.  W. ;  frequent  rain  squalls  from 
W.  S.  W.  to  S.  E.     Current,  1  mile  per  hour,  S.  W. 

Nov.  26.  Lat.  24°  29'  N. ;  long.  40°  29'  W.  Barometer,  30.10 ;  temperature  of  air,  76° ;  of  water, 
76°.  Winds :  S.  S.  E.,  S.  by  E.,  S.  Fresh  bi'ceze ;  close  atmosphere ;  no  lightning ;  trade-clouds ;  19'  W.  S. 
W.,  current.     Observations  good. 

Nov.  27.  Lat.  24°  49'  N. ;  long.  37°  27'  W.  Barometer,  30.05;  temperature  of  air,  75°;  of  water, 
75°.     Wind:  S.  by  E.  throughout  the  day.     Fresh  breeze;  gulf- weed ;  flying  fish ;  lead-colored  clouds. 

[This  vessel  was  quite  f;ir  enough  to  the  eastward  for  her  latitude;  and  had  the  wind  been  fair  she 


626  THE  WIND  AND  CUERENT  CHARTS. 

could  not  liave  wished  a  better  tbau  a  soutli  course.  Slie  should  have  beat  across  this  belt,  and  should 
have  gone  in  search  of  a  wind,,  instead  of  dallying  along  in  this  calm  place  waiting  for  a  wind  to  come  to 
her.] 

Nov.  28.  Lat.  25°  25'  K;  long.  35°  27'  W.  Barometer,  30.05;  temperature  of  air,  74:°;  of  water, 
74°.     "Winds :  S.  by  E.,  S.  by  E.,  S.  E.     Hard,  long,  heavy  squalls ;  double  reefs.     Much  gulf- weed. 

Nov.  29.  Lat.  23°  49'  N.;  long.  36°  40'  W.  Barometer,  80.00;  temperature  of  air,  75°;  of  water, 
75°.  Winds:  S.  E.,  S>  S.  E.,  S.  E.  Much  lightning  at  S.  E. ;  heavy,  hard-looking  weather.  During  the 
24  hours,  the  wind  has  varied  from  S.  to  S.  E.  Alternate  calms  and  hard  squalls ;  gulf-weed  in  abundance. 
Flying-fish,  but  no  birds. 

Nov.  30°.     Lat. ;  long. ■.     Barometer,  30.00  ;  temperature  of  air,  72°  ;  of  Avater,  75°.     Winds: 

all  around  the  compass;  ver3'  dark;  heaviest  kind  of  thunder  and  lightning,  and  hard,  steady  rain,  with 
frequent  and  sudden  heavy  sc^ualls  from  S.  E.  to  S.  S.  E.,  S.,  S.  W.,  back  to  S.  E.,  calm  ;  then  very  heavy 
from  N.  W. ;  then  N. ;  then  E.  N.  E.;  then  N.  E.,  with  steady  rain,  heavy  thunder,  sharp  chain  lightning. 
This  noon  it  blows  a  gale  from  N.  E.;  am  now  in  hopes  the  weather  will  change;  close  reefs;  have  now 
had  the  winds  from  the  south  for  thirteen  days. 

Dec.  1.  Lat.  21°  34'  N. ;  long.  36°  04'  W.  Barometer,  30.00 ;  temperature  of  air,.  74° ;  of  water,  75°. 
Winds :  N.  E.  to  E.,  S.  S.  E.,  S.  S.  E. 

Dec.  2.     Lat. ;  long. .     Barometer,  30.00;  temperature  of  air,  75°;  of  water,  7G°.     Winds: 

S.  S.  E.,  S.,  S.  Extremely  dark  and  squally ;  barely  see  the  lines  to  write  in  front  of  a  four-paned  window. 
The  squalls  have  not  been  so  heavy  this  24  hours,  as  previously,  although  the  rain  continues  unabated;  no 
gulf- weed,  no  birds,  and  no  observations ;  every  appearance  of  a  strong  westerly  current ;  almost  impossible 
to  keep  dead  reckoning,  as  the  squalls  run  in  all  manner  of  ways. 

Dec.  3.  Lat.  21°  57'  N.;  long.  34°  00'  W.  Barometer,  30.05;  temperature  of  air,  74°;  of  water, 
76°.  Winds:  S.,  variable,  S.  W.,  S.  S.  E.  Dark,  inky-looking  weather  ;  the  current  has  set  to  the  west- 
ward, I  should  judge,  full  1' per  hour. 

Dec.  4.  Lat.  21°  29'  N.;  long.  33°  57'  W.  Barometer,  30.00;  temperature  of  air,  75°;  of  water, 
76°.     Winds:  S.,  S.  S.  E.,  S.  E.,  S.  E.,  S.  S.  W.,  S.W.     Variable. 

Dec.  5.  Lat.  20°  49'  N. ;  long.  35°  05'  W.  Barometer,  30.00  ;  temperature  of  air,  76° ;  of  water,  76°; 
variable  winds  from  S.  to  E. 

Dec.  6.  Lat.  20°  24'  K;  long.  35°  06'  W.  Current,  -J  knot  per  hour,  W.  by  N.  Barometer,  30.10; 
temperature  of  air,  75°  ;  of  water,  76.     Winds  :  E.,  S.  E.,  E. ;  very  light  airs,  sometimes  dead  calm. 

Dec.  7.  Lat.  20°  20'  N. ;  long.  35°  06'  W.  Barometer,  30.00  ;  temperature  of  air,  75°  ;  of  water,  76° ; 
calm. 

Dec.  8.  Lat.  17°  50'  N.;  long.  34°  06'  W.  Barometer,  30.10  ;  temperature  of  air,  75° ;  of  water,  76°. 
Winds:  E.  S.  E.,  E.,  E.  S.  E. ;  trades  at  last;  fine  breeze. 

Dec.  9.  Lat.  16°  00'  N.;  long.  33°  10'  W.  Barometer,  30.10;  temperature  of  air,  76°;  of  water,  76°. 
Wiuds:  E.  S.  E.,  S.,  S.  W.,  E.  S.  E. ;  gone  again ;  clear  trade  looking  westward. 


527 

Dec.  10.  Lat.  12°  18'  N. ;  long.  32°  00'  ^Y.  Barometer,  30.00 ;  temperature  of  air,  70° ;  of  water,  7(3°. 
Winds :  K,  K.  S.  E.,  E.  S.  E. ;  fresh  breeze. 

Dec.  11.  Lat.  7°  47'  N. ;  long.  32°  00'  \V.  Barometer,  30.00 ;  temperature  of  air,  76° ;  of  water,  76°. 
"Wind  :  E.  S.  E.  tlirougliout  ;  steady,  fresh  gale. 

Dec.  12.  Lat.  5°  47'  N. ;  long.  30°  00'  \Y.  Barometer,  30.00  ;  temperature  of  air,  76° ;  of  water,  70°. 
Winds :  E.,  E.,  E.  N.  E. ;  steady,  fresh  gale. 

Dec.  13.  Lat  4°  00'  N.;  long.  2"J°  00'  W.  Barometer,  2!t.0O  ;  temperature  of  air,  77°;  of  water,  78°. 
Winds  :  E.  S.  E.,  S.  E.  by  E.,  S.  E. ;  first  part,  fresh  breeze  ;  latter  ])art,  moderate. 

Dee.  14.  Lat.  2°  6'  N. ;  long.  29°  43'  W.  Barometer,  29.90 ;  temperature  of  air,  78°  ;  of  water,  78°. 
Winds:  S.  E.,  S.  E.  by  S.,  S.  E.  by  S. ;  first  and  middle  parts,  very  moderate;  last  part,  fine. 

Dee.  15.  Lat.  1°  in'  N. ;  long.  30°  27'  W.  Barometer,  29.90  ;  tempeniture  of  air,  7C.°  ;  of  water,  77°. 
Wind:  S.  S.  E.  throughout ;  will  stand  on  if  possible  ;  wind  inclines  far  to  the  S.  but  varies  to  S.  E.  at 
times ;  much  rain. 

Dee.  16.  Lat.  0°  57'  N.;  long.  31°  00'  W.  Current,  IJ  knot  per  hour,  W.  X.  W.  Barometer,  29.90 ; 
temperature  of  air,  7G°  ;  of  water,  77°.     Winds  :  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S. 

Dec.  17.  Lat.  0°  10'  X. ;  long.  32°  00'  W.  Current,  1|  knot  per  hour,  W.  X.  W.,  I  W.  Barometer, 
29.90;  temperature  of  air,  76°;  of  water,  76°.  Wind:  S.  S.  E.  throughout.  Very  moderate;  tacked  to 
the  eastward. 

Dee.  IS.  Lat.  0°  8'  X. ;  long.  30°  00'  W.  Current,  IJ  knots  per  hour,  W.  by  X".  Barometer,  30.00; 
temperature  of  air,  77°  ;  of  water,  76°.  Winds:  S.  S.  E.,  S.  E.,  i  E.,  S.  E.  J  E.  Moderate  ;  fine  weather  ; 
large  sharks,  flying-fish,  albicore,  nautilus. 

Dee.  19.  Lat.  0°  43'  X. ;  long.  29°  50'  W.  Current,  38'  W.  X.  W.  i  W.  Barometer,  30.00 ;  tem- 
perature of  air,  77°  ;  of  water,  76°.     Wind :  very  moderate  from  S.  E.  to  S.  S.  E. 

Dec.  20.  Lat.  0°  50'  X.;  long.  29°  08'  W.  Current,  IJ  knots  per  hour,  W.  -|  X.  Barometer,  30.00; 
temperature  of  air,  77°  ;  of  water,  70°.  Winds :  S.  S.  E.  to  S.,  S.  to  S.  S.  E.,  S.  E.  Tacked  to  the  south- 
ward; very  moderate  weather. 

•Dee.  21.     Lat.  1°  06'  S. ;  long.  29°  57'  W.     Barometer,  29.90 ;  temperature  of  air,  76°  ;  of  water,  76°. 
Wind  :  S.  E.  b}'  S.  throughout.     Fine  breeze. 

Dee.  22.  Lat.  3°  28'  S. ;  long.  30°  41'  W.  Barometer,  29.90  ;  temperature  of  air,  76°  ;  of  water,  70°. 
Wind  :  S.  E.  by  S.  throughout.     A  fine,  steady  breeze. 

Dec.  23.  Lat.  6°  02'  S.;  long.  31°  26'  W.  Barometer,  29.90;  temperature  of  air,  70°;  of  water,  76°. 
Winds:  S.  E. by  S.,  S.  E.  by  S.,  S.  E.  by  E.     Fine,  steady  breeze.     Boarded  by  U.S.  frigate  Raritan. 

These  tracks  ou  the  route  to  Rio,  or  Cape  Horn,  or  Cape  of  Good  Hope,  are  given,  not  so  much  for 
any  light  they  themselves  throw  as  to  the  passage,  but  because  they  serve,  many  of  them  at  least,  to  illus- 
trate the  computed  route  of  the  tables ;  because  they  demonstrate  the  correctness  of  these  routes,  and 
because  they  serve,  or  ought  to  serve,  to  give  navigators  confidence  in  the  Charts  and  the  Sailinr/  Directions 
based  upon  them. 


528  THE   WLJJD   AND   CURRENT   CHARTS. 

Ill  reviewing  tliese  tracks,  one  thing  will  not  fail  to  arrest  the  attention  of  the  navigator,  and  that  is, 
the  success  with  which  the  line  may  be  crossed  as  far  west  as  32°.  Seldom,  indeed,  has  it  occurred  that 
any  vessel,  after  crossing  the  line,  upon  that  meridian,  has  experienced  any  difficulty  in  clearing  St.  Eoque. 

A  new  edition  of  the  Pilot  Cliarts  of  the  NorOi  Atlantic  is  just  out.  The  wind  roses  of  these  Charts, 
south  of  30°  N.,  are  now  nearly  all  pretty  well  filled  up. 

Vessels  bound  from  Europe  to  ports  beyond  the  equator,  Avill  be  guided  with  fidelity  by  these  Charts 
along  the  best  routes,  which  for  the  most  part  is  plain  sailing.  As  a  rule,  it  will  be  out  of  their  way  to 
come  west  of  25°,  before  they  reach  the  doldrums.  In  them,  they  should  beat  across  rather  than  steer  E. 
S.  E.  or  W.  S.  W.,  for  any  length  of  time  along  them. 

They  should  also  beat  when  necessary,  and  when  not,  stand  due  south,  across  the  calm  belt  of  the 
Ilorse  Latitudes. 

In  these  Sailing  Directions,  dull  captains,  and  dull  ships,  are  ignored.  In  crossing  the  calm  belts  and 
shaving  ticklish  points,  such  ships  must  crab  it  along  as  best  they  may,  for  I  do  not  pretend  to  give  any 
directions  that  are  suited  to  them. 

TIDE  RIPS. 

The  appearance  thus  designated,  is  a  ripple  in  the  water,  such  as  is  seen  in  a  tide  way,  or  at  the  meet- 
ing of  two  currents.  All  the  information  that  I  have  upon  the  subject,  tends  to  show  that,  in  these  rips, 
there  is  no  current,  or,  at  least,  none  which  can  affect  the  ship. 

These  tide  rips  are  met,  most  generally,  about  the  region  of  the  equatorial  doldrums.  They  are  occa- 
sionally seen  in  other  parts  of  the  ocean.  But  those  to  which  I  now  refer  particularly,  are  those  which 
almost  every  vessel  encounters  near  the  equator,  and  which  are  so  often  mentioned  in  the  preceding  abstracts. 

What  produces  this  singular  appearance  so  constantly  in  this  part  of  the  ocean?  Vessels  sail  through 
these  rips  and  feel  no  current.  How  would  it  be  with  a  boat  ?  for  it  appears  to  me  that  the  motion  in  the 
water,  which  produces  the  appearance,  is  a  horizontal,  not  a  vertical,  motion.  If  the  former,  the  question 
comes  up,  can  the  trade-winds  produce  it? 

C)n  one  side  of  this  calm  Ijelt,  near  the  borders  of  which  these  tide  rij^s  are  seen,  the  S.  E.  trade-winds 
are  perpetually  blowing ;  on  the  other,  the  N.  E. 

Each  of  these  systems  of  winds  operating  upon  the  ruffled  surface  of  the  ocean  day  after  day,  through 
a  course  of  two  or  three  thousand  miles,  has  the  tendency  to  drive  before  it  a  gentle  surface  current,  and  to 
pile  the  water  up,  one  on  one  side,  the  other  on  the  other,  in  this  calm  belt,  into  which  these  two  systems  of 
winds  are  blowing. 

We  know  that  the  wind,  as  is  often  seen,  when  long  unbroken  sheets  of  water  are  ojjen  to  its  sweeping 
force,  is  capable  of  piling  the  water  up  at  one  end  of  a  long  canal  or  pond. 

After  the  water  is  so  piled  up,  suppose  the  wind  should  suddenly  go  down,  what  would  take  place  ? 
Should  we  not  expect  to  see  the  piled  up  Avater,  and  not  that  below  it,  running  back  as  a  thin  surface  current? 

These  two  trade-winds  blow  at  right  angles  with  each  other  (N.  E.  and  S.  E.),  and  may  not  the  tide 


ROUTliS   TO   lilO,    KTC.  629 

rips  be  caused  by  the  accumulation  of  water  wliicli  the  S.  E.  trades  are  driving  before  them,  meeting  with 
what  the  N.  E.  trades  are  driving  before  them? 

Some  arc,  perhaps,  so  caused ;  others,  it  may  be,  are  produced  by  the  water  whicli  the  two  trade-winds 
have  piled  up  or  accumulated  in  this  calm  belt,  breaking  loose,  as  it  were,  now  here,  now  there,  and  escap- 
ing as  a  rippling  shallow  current,  running,  as  it  were,  on  the  top  of  the  sea.  The  vast  amount  of  rain  water 
which  falls  within  this  belt,  would  assist,  both  to  pile  up  and  make  lighter. 

This  view,  I  am  aware,  has  some  plausibility,  but  it  wants  confirmation,  and  the  subject  is  quite  inter- 
esting enough  to  commend  itself  to  the  attention  of  navigators. 

In  what  direction  do  those  tide  rips  appear  to  run?  and  though  the  ship  may  not  fuel  any  current  in 
them,  will  a  boat?  and  do  chips  or  other  light  substances  thrown  overboard  show  any  signs  of  a  current? 

Co-operators  will  roniendjer  that  these  rips  have  been  the  subject  of  special  inquiry  for  abstract  lo"-s 
for  years,  and  now  that  light  is  breaking  in  upon  us  with  regard  to  them,  it  is  hoped  that  attention  will 
not  sleep  nor  inquiry  cease. 

PLATES  XI.  AND  XII. 

The  tracks  with  the  arrows  (Plates  XL  and  XII.),  are  the  tracks  whicli  I  have  recommended,  and  the 
dotted  tracks  are  some  of  the  tracks  which  have  actually  been  performed. 

Now,  suppose  we  had  the  tracks  of  a  hundred  ships,  hence  to  Eio,  all  made  in  the  month  of  January 
of  difierent  years ;  that  in  every  instance  and  with  every  change  of  wind,  each  one  of  the  ships  making 
these  tracks  had  been  managed  without  a  mistake — that  they  had  in  every  instance  steered  the  best 
course  it  was  possible  to  steer — that  when  necessary  to  go  about,  each  one  had  gone  about  exactly  at  the 
right  moment ;  and,  that  whenever  the  wind  came  out  ahead,  they  had,  all  of  them,  without  exception,  in- 
variably gone  off  on  the  right  tack;  and  that  the  tracks  of  these  hundred  vessels — no  two  of  them  having, 
let  it  be  supposed,  sailed  in  company — was  projected  on  a  chart  before  us.  What  should  we  have?  We 
should  probably  have  a  hundred  separate  tracks,  for  it  can  scarcely  be  supposed  that  any  two  of  them 
would  coincide  all  the  way.  And  the  navigator  with  that  chart  before  him,  would  have  displayed  before 
him,  as  clear  as  he  has  the  sun  at  mid-day  in  a  cloudless  sky,  the  best  route  to  Eio  in  the  month  of 
January. 

Now,  suppose  that  with  these  100  tracks  before  us,  we  should  wish  to  draw  a  line  or  describe  a  route, 
which  should  represent  the  mean  average  trade  of  the  entire  100  ships.  We  should  then  point  to  this 
track  and  say,  this  is  the  route  pursued  by  these  100  vessels,  and  this,  therefore,  is  the  route  for  all  vessels 
to  take  in  the  month  of  January ;  and  when  we  should  come  to  look  at  the  January  route  thus  recom- 
mended, we  should  find,  probably,  that  not  one  of  these  100  vessels  had  actually  sailed,  even  for  one  mile,  or 
for  one  foot,  upon  it ;  tliat  they  had  crossed  this  mean  path,  now  in  this  place,  now  in  that ;  at  one  time  from 
this  side,  and  again  from  that.  Under  such  circumstances,  no  right-minded  mariner  would  hesitate  for  a 
moment  about  taking  this  route.  But  he  would  not  attempt  to  describe,  with  the  keel  of  his  ship,  the  lino 
that  he  had  drawn  on  the  Chart  merely  to  designate  the  parts  of  the  ocean  through  which  she  was  to  pass. 
67 


530  THE  WIND  AND  CURKENT  CHARTS. 

NoAv,  tliis  has  been  actually  done  with  regard  to  the  routes  here  recommended :  they  arc  the  mean  or 
average  tracks,  in  some  parts  of  the  way,  of  700  such  vessels  in  a  month  ;  in  other  parts,  only  for  20,  or 
whatever  be  the  number  of  observations  that  could  be  procured. 

It  is  true  that,  in  the  case  of  the  Charts,  I  have  not  actually  liad  100  such  unerring  vessels  to  give  me 
the  mean  or  best  average  route  for  each  month,  but  I  have  had  what  perhaps  was  better.  I  have  had  the 
direction  of  the  wind  in  each  district  of  the  ocean  given  fur  lOU  times  and  upwards  for  each  month  in  dif- 
ferent years;  and  when  tlio  navigator  is  tuld  the  direction  whence  the  wind  comes,  he  can  tell  as  well  what 
course  he  could  have  steered  as  though  he  had  himself  been  there,  and  actually  steered  it. 

I  have,  therefore,  summed  up  all  the  winds  and  calms  for  each  month  in  every  district  on  the  Pilot 
Chart,  and  calculated  the  chances  of  head  winds,  and  of  fair  winds,  for  every  point  of  the  compass,  through 
every  such  district.  With  these,  I  then  proceed  to  determine,  by  mathematical  discussion,  the  mean  or 
avei'age  route,  which,  taking  both  calms,  head  winds,  and  increase  of  distance  into  account,  should  give  on 
the  average  the  shortest  passage,  in  time,  to  the  equator. 

Of  course,  then,  when  a  vessel  comes  to  try  the  new  route  thus  computed,  and  to  project  on  the  Chart 
the  track  she  actually  makes  through  the  water  from  day  to  day,  it  is  not  to  be  expected,  that  the  track  so 
performed,  will,  when  laid  down,  exactly  overlay  the  one  already  projected  on  the  Chart  as  her  guide. 
There  will  be  a  general  eonforniity  between  the  two,  but  nothing  like  the  actual  coinciding  of  two  lines. 

These  remarks  are  called  forth  by  the  fact,  that  some  navigators  appear  to  think  that  there  is  some 
sort  of  virtue  in  the  black  mark  on  the  C'hart,  wluch  represents  any  one  of  these  routes — as  the  April 
route,  for  instance :  if  driven  from  the  April  route  by  head  Avinds,  one  of  these  navigators,  had  he  been  in 
the  Memnon,  at  a  (Plate  XL),  would  have  stood  north  to  get  her  keel  on  the  black  mark  for  April ;  and 
again  at  h,  he  would  have  stood  to  the  southward  and  westward  to  get  upon  the  April  track  again. 

Now,  the  Memnon  at  c,  or  at  b,  was  in  just  as  good  a  position  as  she  would  have  been  had  she  been 
"  right  upon  the  track."  Her  very  clever  master,  therefore,  did  right ;  he  conformed  to  the  Sailing  Direc- 
tions^ and  was  pursuing  the  route  recommended,  as  closely  and  as  Avell  as  though  his  track  had  fallen  all 
the  way,  from  b  down  to  the  equator,  upon  the  line  with  the  arrows,  which  is  i)rojected  on  the  Chart  to 
represent  the  April  route. 

Tlie  tracks  of  the  vessels  projected  on  Plate  XI.  and  XII.,  have  not  been  selected  on  account  of  their 
short  passages  ;  many  other  vessels  have  made  passages  shorter  than  these.  I  have  taken  them  only  for 
the  purpose  of  illustration  and  demonstration. 

In  the  conformity  between  the  April  route  of  the  Chart,  and  tlie  actual  track  of  the  Memnon,  in 
crossing  the  calms  of  Cancer,  the  Charts  show  a  sharp  elbow  thence  to  the  equator.  The  Memnon, 
without  intending  to  make  this  elbow,  was  forced  by  the  winds  to  make  it;  and  the  Sailing  Directions  in- 
dicated that  there  probably  would  be  an  elbow  here.  The  Memnon  (Capt.  Joseph  R.  Gordon),  crossed 
the  line  in  19  days  ;  she  had  no  difliculty  in  clearing  Cape  St.  Roque,  and  made  a  fine  passage. 

It  was  the  same  case  with  the  Surprise  (Captain  P.  Dumaresq) ;  with  the  Seaman  (Captain  Joseph 
Myrick),  and  with  the  Dragon  (Captain  Andrew),  and  with  a  host  of  others  whom  I  am  now  (Dec.  1853) 


MISTAKES    IN    TIIK    UOUTE   TO   RIO,    ETC.  531 

able  to  (luotc.  These  had  to  the  equator  22,  20,  and  24  days  respectively.  Aiul  it  is  remarkable  how  the 
tracks  of  these  vessel.^,  and  all  others  tiiat  have  followed  tiiese  tSuiliiuj  Direclions,  liavc  conformed  in  their 
•windings  and  irregularities  to  the  tracks  of  the  Charts. 

See  the  place  at  which  all  four  of  these  vessels  crossed  the  parallel  of  5°  N.,  to  the  place  where  they 
crossed  the  line ;  it  is  very  nearly  a  direct  south  course,  as  represented  by  the  tracks  with  the  arroAvs,  gen- 
erally for  winter  and  spring;  and  as  before  remarked,  the  lines  which  represent  the  tracks  for  these  months 
do  not  represent  the  tracks  wliicli  it  is  possible  for  one  ship  in  100  actually  to  make,  but  they  represent 
the  mean  or  average  track,  wliicli  lOO  shi})s,  sailed  by  navigators  that  never  were  wrong,  would  make. 
Let  ns  turn  now  to  Plate  XII.,  which  is  an  illustration  of  the  summer  and  fall  i-outes : — 
This  is  the  season  of  the  year  in  which  short  passages  arc  the  most  difficult  by  any  route,  old  or  new. 
Track  x  is  the  track  of  a  ship  that  had  the  Charts  on  board.     Tlie  captain  of  that  ship,  judging  from 
the  track  tliat  he  made,  evidently  undertook  to  set  up  his  "own  experience"  against  the  experience  of  the 
thousand  of  navigators  who  had  gone  before  him,  all  of  which  the  Charts  held  spread  out  before  him. 

The  track  of  the  brig  Acasta  is  given  as  an  illustration  of  an  attempt  often  made  to  "split  the 
difference"  between  the  old  and  new  route. 

She  sailed  from  Sag  Harbor,  September  20,  1850 ;  went  as  far  as  22°  "W.,  and  crossed  the  line  in  long. 
26° — November  14 — 55  days.  She  got  the  doldrums  in  about  11°  N.,  and  they  stuck  by  her  for  15  days, 
and  until  she  reached  2°  N. 

The  fragment  of  the  track  zc,  illustrates  the  ease  of  a  vessel  that  attempted  the  new  route,  and  aban- 
doned it  when  she  iell  in  with  the  eriuatorial  doldrums  in  11°  N. — September  25,  1850.  She  was  going 
on  very  well,  but  here  she  met  the  southerly  monsoons  which  the  Charts  warned  her  of  at  this  season  of 
the  year.  The  wind  came  out  S.  S.  W.,  and  she  went  on  faiming  to  the  eastward  and  to  leeward.  From 
this  23laee,  it  took  her  16  days  to  reach  the  line. 

Such  cases  as  these  are  common — the  errors  are  generally  committed  by  standing  too  much  towards 
the  old  track. 

Sometimes,  though  rarely,  vessels  make  mistakes  by  going  on  the  other  extreme.  I  find  an  example 
of  this  sort  in  the  case  of  the  U.  S.  ship  Yincennes,  Commander  Hudson,  on  a  vo\'age  from  New  York  to 
■Eio,  in  18-19. 

She  had  the  Wind  and  Current  Charts  on  board,  and  claims  to  have  taken  them  for  lier  guide.  Hut  I 
have  not  been  able  to  reconcile  the  course  pursued  by  her  with  the  route  recommended. 

The  Yincennes  beautifully  proves  the  correctness  of  the  Charts  ;  her  track  conforms  in  its  general 
direction  to  the  track  of  the  Charts,  but  it  is  too  far  ofl'.  Any  one  who  will  examine  the  log  of  that  sliip — 
her  track,  and  my  Sailing  Directions — will  see  that  it  would  be  just  about  as  reasonable  for  tluit  sliip  to 
have  gone  over  to  the  Cape  de  Yerdes  (which  would  have  been  not  quite  as  f;ir  on  the  otlier  extreme),  and 
then,  meeting  with  a  long  passage  of  60  days,  to  ascribe  it  to  the  Charts.  The  ship  whose  track  I  have 
marked  ;r,  might,  witli  the  same  propriety,  ascribe  her  long  passage  to  the  Charts  also. 

Navigators  often  follow  the  new  route  bravely,  until  they  get  into  the  ecpiatorial  calms ;  here  their 


532  THE  WIND  AND  CURRENT  CHARTS. 

heart  seems  to  fail  tlicm,  and  tlicy  bolt  at  the  very  time  when  they  should  stick  more  closely  to  their 
guide. 

The  region  which  these  calms  usually  include  is  in  the  shape  of  a  wedge;  it  shifts  about,  but  Plates  XI. 
and  XII.  show  its  mean  place  at  the  four  seasons.  In  each  season,  it  is  sometimes  above  and  sometimes  be- 
low the  place  assigned  it  on  the  Chart.  But  I  have  drawn  it  there  to  show  navigators  how  they  mistake, 
when  being  as  far  west  even  as  31°  or  32°,  they  fall  into  these  calms,  and  think  of  making  longitude  by 
fanning  along  to  the  eastward  or  an  E.  N.  E.  or  perhaps  a  N.  E.  coi^rse.  The  farther  they  go  on  such  occa- 
sions, the  broader  grows  the  belt,  and  the  greater  becomes  the  difficulty  of  getting  across  it. 

I  have  projected  on  Plato  XII.,  by  a  dotted  line,  the  track  of  a  ship,  and  marked  it  //,  as  an  illustration 
of  bad  management  iinder  such  circumstances,  though  it  is  by  no  means  an  extreme  case.  This  ship  had 
40  days  to  the  line,  took  the  new  route,  and  followed  it  bravely  until  she  reached  the  equatorial  calms,  in 
longitude  29°.  She  was  then  far  enough  to  the  eastward,  and  should  not  have  been  afraid  to  cross  the  line 
as  far  west  as  32°.  But  instead  of  proceeding  to  make  the  best  of  her  way  across  this  belt  where  it  was 
narrow,  and  where  two  or  three  days  at  most  would  have  sufficed  for  crossing  it,  she  proceeded  to  flap 
along  to  the  eastward  as  far  as  21°  ;  and  thus,  in  consequence  of  the  monsoons,  found  herself  to  leeward. 
Wheii  at  /i,  that  ship  should,  instead  of  making  about  an  E.  by  S.  course,  have  stood  on  the  other  tack, 
making  the  best  of  her  way  south,  and  not  caring  to  get  east  of  30°.  She  might  have  been  content  to 
keep  herself  between  29°,  or  30°  and  31°  or  32°,  while  she  crossed  these  calms. 

I  have  not  yet  found  a  single  case  in  which  there  has  been,  after  crossing  the  line  as  far  as  32°,  the 
least  difficulty  in  clearing  St.  Eoque.  Navigators  should  not  hesitate,  if  they  are  pinched,  to  go  inside  of 
Fernando  de  Noronha.  But  in  doing  that,  they  should  take  care  not  to  run  foul  of  the  Rocas,  lat.  3°  51'  S. ; 
long.  33°  49'  W.  These  shoals  were  carefully  surveyed  by  Lt.  S.  P.  Lee,  U.  S.  brig  Dolphin.  I  have  the 
track  of  one  vessel  that  dashed  on,  crossed  the  line  in  41°  the  19tli  day  out,  and  on  the  32d  day  was  south 
of  the  parallel  of  Rio.  This,  though,  was  in  the  winter  and  spring,  when  vessels  can  afford  to  keep  to  the 
westward,  and  it  was  going  further  west  than  I  should  advise. 

But  suppose  a  vessel  to  cross  in  32°  or  33°,  and  to  get  the  S.  E.  trades  at  S.  E.  By  standing  on  S.  S. 
W.,  she  keeps  herself  in  a  position  in  which  any  change  of  wind  is  favorable.  If  it  haul  to  the  eastward, 
she  can  lay  up  and  clear  the  land ;  if  it  haul  to  the  southward,  she  can  go  about  aud  make  easting,  and  get 
along  rapidly  by  stretches  upon  long  aud  short  legs. 

The  current  so  much  dreaded  oiT  St.  Roque  is  a  good  deal  of  a  bugbear.  Navigators  have  been 
frightened  at  this  current  ever  since  some  transports  were  cast  ashore  by  it,  some  time  in  the  last  century. 
But  it  should  bo  borne  in  mind  that  it  was  quite  as  much  of  an  undertaking  for  the  clumsy  transport-built 
ships  of  England  in  the  last  century,  to  contend  against  a  current  of  one  knot,  as  it  is  now  for  one  of  our 
first-rate  sailing  clipper-built  ships,  to  contend  with  one  of  4  or  5  knots. 

The  log-book  of  the  Celia,  quoted  in  the  3d  edition  of  this  work,  is  an  example.  It  woidd  have  been 
impossible  for  that  ship  to  beat  against  a  one-knot  current.  In  the  days  of  this  wreck,  the  passage  from 
England  to  India  averaged  nine  months.     Warren  Hastings,  wlicn  he  wont  out,  was  10  months  on  the  way. 


MISTAKES  IN    TllE  liOUTE  TO   KIO,   ETC.  533 

The  passage  is  now  often  made  Ijy  our  sLips  in  less  than  3  months.  Tlierefore,  the  ships  of  those  days 
might  be  well  cautioned  against  currents  as  dangerous,  Avhieh  the  ships  of  the  present  day  would  scarcely 
regard. 

Now,  my  investigations  show  that  there  is  rarely  off  Cape  St.  Roqnc,  and  in  the  fair  way  from  the 
equator  south,  cither  a  sweeping  or  a  horsing  current.  Indeed,  many  accurate  and  close  observers  pass 
there  without  reporting  any  current  at  all ;  and  though  navigators  should  always  be  on  the  look-out  for  a 
current  there,  and  should  always  make  allowance  for  one  that  is  to  set  them  on  the  land,  yet  when  they  do 
encounter  a  current  there,  they  may  be  assured  that,  as  a  general  rule,  it  is  neither  difficult  to  overcome, 
nor  dangerous  on  account  of  its  set. 

For  the  guidance  of  navigators  who  follow  the  new  route,  and  are  pinched  in  clearing  St.  Roque,  as 
they  no  doubt  will  occasionally  be,  I  repeat  the  following  suggestions : — 

From  the  line,  in  longitude  83°,  Cape  St.  Roque  bears  S.  S.  ^Y.  From  this  crossing-place,  in  a  smart 
ship,  that  will  fetch  where  she  looks,  a  S.  E.  wind  all  the  way  froni  the  line  would  just  prevent  the  vessel 
from  clearing.  But  the  chances  are  more  than  a  hundred  to  one  that  the  wind  will  not  hang  steadily  at 
S.  E.  all  the  way  from  the  line  to  St.  Rocj^ue.  If  it  haul  to  E.  S.  E.  you  can  lay  up  and  clear.  If  it  haul  to 
S.  S.  E.  you  can  }iut  about,  and  make  easting. 

But  suppose  the  wind  holds  steadily  at  S.  E.  or  at  any  other  point  which  will  prevent  you  from  clearing 
the  cape;  draw  a  line  from  your  place  on  the  Chart  to  the  cape,  and  avoid  falling  to  the  west  of  that  line, 
by  taking  advantage  of  slants,  or  by  beating,  accordingly  as  you  may  have  the  wind,  and  making  long  and 
short  stretches.     I  quote  the  case  of  the  Stag  Hound  as  an  example. 


C<i2:>tain  Richardson  to  Lieutenant  J/.  F.  Mauri/. 

"San-  FiiANCisco,  June  12,  1851. 

"Herewith  I  send  you  abstract  of  ship  Stag  Hound's  passage  from  New  York  to  San  Francisco, 
stopping  at  Valparaiso.  Our  passage  from  New  York  to  A'alparaiso  was  sixty-six  days ;  from  Valparaiso 
to  San  Francisco  was  forty-two  days — nearly  all  the  way  light  trades  :  S.  E.  and  N.  E. 

"  Six  days  out  from  New  York,  broke  off  main  to^juiast,  and  that  in  its  fall  took  all  three  topgallant 
masts.  Soon  after  took  a  W.  S.  W.  and  west  gale— run  the  ship  dead  before  the  sea  and  wind ;  in 
consequence  of  this,  crossed  the  equator  in  about  longitude  28°  30'  W.  in  twenty-one  days  from  New 
York.  Losing  topmast,  we  had  no  main  topsail  in  the  ship  for  nine  days,  and  no  topgallant  sails  for  twelve 
days ;  had  we  not  met  with  this  accident,  I  think  we  should  have  been  down  to  the  line  in  sixteen  days. 

"In  latitude  4°  N.  the  N.E.  trades  left  us,  then  baffling  down  to  latitude  2°  N.  Then  took  the  wind 
at  S.  S.  E.  and  S.  E.  until  near  the  coast  of  Brazil,  when  the  wind  hauled,  so  we  did  not  have  to  make  a 
tack;  presume,  had  we  crossed  in  longitude  30°  W.,  we  should  have  fetched  along  the  coast." 

This  letter  of  Captain  Richardson  is  quoted  as  an  illustration  of  what  I  have  endeavored  to  impress 


534  .      THE   WIND   AND   CURRENT   CHARTS. 

upon  navigators,  with  regard  to  their  course,  after  crossing  the  line  well  to  the  westward,  and  when  it 
appears  to  be  touch  and  go,  as  to  clearing  St.  Eoque,  viz:  stan<l  boldly  on,  and  take  advantage  of  slants  and 
short  legs  to  make  long  ones. 

I  received  the  abstract  of  another  vessel  about  the  same  time  that  crossed  in  31°,  and  I  notice  in  the 
remarks,  after  crossing  the  line — "back-strapped" — "no  chance  of  weathering  Cape  St.  Eoque" — "shall 
evidently  fidl  to  leeward,"  "bad  luck,"  &c.  Yet  this  desponding  navigator  stood  boldly  on,  took  advan- 
tage of  a  slant,  stood  ofl'  for  eight  hours,  went  past  St.  Eoque  like  a  shot,  and  the  thirty-second  day  out 
from  New  York  crossed  the  parallel  of  Eio. 

Mistakes  in  the  route  to  Eio  are,  I  am  happy  to  say,  becoming  much  less  frequent.  The  Charts  are 
evidently  much  better  understood  now  than  they  were  formerly.  Since  the  last  edition  of  these  SaiJuig 
Directions  went  to  press,  no  such  mistake  as  that  of  tlie  Vincennes  has  come  to  my  knowledge. 

With  a  view  of  contrasting  the  passages  of  the  new  route.  Lieutenant  Minor  has,  at  my  request,  taken 
the  logs  of  all  the  vessels  that  have  come  to  hand  between  the  publication  of  the  fourth  edition,  and  the 
going  to  press  with  the  sixth  edition  of  this  work,  and  from  thcin  tabulated  the  passages  to  the  equator,  and 
thence  to  clearing  Cape  St.  Eocjue. 

The  old  route  is  nearly  broken  up.  It  is  now  rarely  attempted.  But  occasionally  vessels  evidently 
aim  to  "split  the  ditference"  between  the  old  routu  and  the  new,  by  steering  a  sort  of  middle  course  between 
them.     This  I  have  called  the  Middle  Eolite. 

Many  of  the  vessels  which  take  this  middle  route,  evidently  set  out  with  the  intention  of  trying  the 
new  route,  but  they  get  a  little  pinched;  or  the  winds  arc  too  favorable ;  or  the  dread  of  that  bugbear  off 
Cape  St.  Eoque— a  westwardly  current— seizes  them  ;  or,  through  fear  of  falling  to  leeward,  of  getting  back- 
strapped,  &c.,  they  go  too  flir  east  and  get  delayed  in  the  doldrums. 


MISTAKICS    IN    TJIE    HOUTK    TO    UK),    KTC. 


535 


Neiv  Route  Crossings. 

PASSED 

LON(inri)i- 

OF  CHll.SSINO   PARAI.I.ICI.S  (IF 

t'ROSSEll 

EQl  ATCIB. 

ST. 

NAJIK  OF  VESSEL. 

SAILETl    FROM. 

BOQIE. 

30 

°  N. 

•25°  N. 

20°  N.      15°  N. 

1 

10°  N. 

0°N. 

Long.  W. 

Days. 

Days. 

IjOI) 

g.  W. 

Long.  W. 

Long.  W.  Long.  W. 

Long.  W.jLong.  W. 

January. 

DKulem 

N.  Voi'k, 

1st  37' 

'00' 

28°00' 

29°00'  2S°00' 

27°00'  27°00' 

29°00' 

38 

42 

Black  Sqiuill  (barquo) 

]5aItimore,  bth 

40 

00 

39  00 

38  00    3()  00 

86  00  ,30  00 

27  16 

24 

27 

Great  Britain      .     .     . 

N.  York, 

9th 

36 

00 

37  00 

36  00    35  00 

33  00 

29  00 

30  00 

27 

30 

Mia'ntonomi  (barque) 

U 

8th 

45 

00 

44  00 

44  00   41  00 

40  00 

88  00 

30  23 

39 

48 

A.  Cheseburougli    . 

U 

Pith 

47 

50 

44  00 

41  00 

37  80 

85  00 

30  15 

31  20 

29 

32 

Amelia       .... 

U 

8lh!39 

00 

36  00 

34  30 

33  30 

81  80 

28  30 

30  40 

29 

31 

Eatller       .... 

U 

8th!37 

45 

41  00 

39  30 

38  00 

36  00 

38  00 

81  50 

25 

27 

Eao-lc* 

a 

7th 
11th 

33 

46 

25 
00 

34  30 

38  45 

32  58 
36  30 

31  50 
38  50 

30  30 

31  30 

29  80 
80  00 

29  00 

30  06 

24 
22 

27 

Toruado     .... 

24 

Celestial     .... 

a 

8th 

45 

30 

38  30 

38  00   35  30 

32  00 

29  00 

27  52 

23 

26 

Esther  May    .     .     . 

Boston, 

6th 

36 

30 

39  45 

38  00   36  00 

32  40 

30  20 

30  20 

28 

31 

Luck now   .... 

u 

loth 

42 

00 

40  00 

36  30  ,34  00 

31  45 

28  15 

80  40 

22 

25 

Golden  liover     .     . 

" 

30th!37 

00 

35  15 

30  45    30  45 

30  30 

29  00 

29  55 

33 

35 

Phantom  (barque)  . 

u 

6th 

37 

00 

41  30 

42  00  [41  50 

38  30 

34  00 

32  40 

25 

27 

Susquehanna       .     . 

Philad., 

12th 

41 

40 

39  00 

36  40 

33  86 

31  30 

29  00 

28  00 

80 

34 

Phautom  (barque)  . 

Baltim'e, 

31st 

44 

00 

44  50 

39  00 

34  20 

34  30 

31  20 

29  45 

81 

34 

Means 

40 

22 

38  43 

37  37 

35  03 

88  08 

30  22 

29  56 

28 

31 

Mruiis  (jf  the  best  six 

40 

17 

39  02 

37  85 

35  58 

83  22 

30  34 

30  21 

23.5 

26 

February. 

Kate  Ilavs     .... 

N.  York 

8d49 

00 

42  00 

38  00 

34  00 

30  00  '29  00 

28  40 

29 

33 

Isabelita  Ilyne  (barque) 

a 

5th '55 

30 

53  00 

51  00 

49  00 

45  00  |38  00 

33  20 

22 

25 

Wallace  (barc[ue)    .     . 

Boston, 

6th44  00 

43  00 

39  00 

85  00 

31  00  129  00 

29  25 

38 

43 

Francis       .     .     . 

N.  York, 

12th!53 

00 

39  00 

39  00 

88  00 

84  00    30  00 

29  00 

38 

43 

Eastern  State 

ii 

13th 

39 

00 

36  00 

33  00 

80  00 

80  00    29  00 

29  30- 

24 

27 

Sacramento  (briu) 

a 

21st 

42 

00 

40  00 

39  00 

36  00 

81  00 

26  00 

27  00 

30 

33 

Maria    .... 

a 

21st 

47 

00 
00 

41  00 
34  00 

88  00 
82  00 

84  00 
80  00 

81  00 
29  00 

29  00 
28  00 

29  00 

27  20 

21 
32 

24 

Ariel     .... 

24th!88 

35 

Tornado     .     .     . 

u 

23d 

47 

00 

40  00 

38  00 

35  00 

32  00 

30  00 

28  48 

28 

81 

New  York      .     . 

i( 

20th 

45 

30 

43  10 

40  00 

35  80 

81  45 

28  45 

28  80 

24 

28 

Sea  Serpent    .     . 

u 

12th'50 

30 

43  49 

89  45 

36  45 

33  45 

80  45 

30  20 

20 

22 

Archer       .     .     . 

u 

20th'45 

45 

46  45 

44  45 

40  30 

85  30 

30  30 

29  00 

27 

30 

Stag  Hound   .     . 

u 

24th.  34 

35 

34  30 

34  00 

88  30 

31  45 

30  15 

29  80 

22 

24 

Swordfish       .     . 

u 

12th'39 

00 

37  00 

36  00 

34  10 

82  30 

30  15 

29  08 

23 

26 

Honqua     .     .     . 

a 

22d|44 

10 

43  00 

39  50 

35  27 

82  80 

30  15 

29  10 

27 

30 

Gov.  Morton 

11 

8th  44 

10 

39  45 

33  45 

32  05 

31  00 

29  50 

30  50 

25 

28 

Paragon     .     .     . 

n 

8th'44 

30 

34  35 

31  00 

29  20 

28  00 

26  50 

27  50 

28 

31 

Sirocco       .     .     . 

li 

16th  39 

45 

35  15 

33  10 

31  10 

28  45 

28  20 

28  05 

25 

32 

Herculean 

u 

9th  44 

00 

37  45 

35  80 

38  20 

81  30 

29  00 

28  00 

27 

81 

Hampton   .     .     . 

t( 

18th  37 

40 

36  45 

84  00 

31  00 

29  20 

29  00 

29  30 

32 

36 

Morgan  Dix  (barqu 

c) 

Bostou, 

26th  43 

00 

38  51 

36  45 

34  45 

32  20 

30  00 

31  10 

24 

28 

Golden  Rover 

u 

8th  37 

00 

35  15 

30  45 

31  00 

80  45 

29  00 

29  55 

25 

27 

Robt.  Harding    . 

a 

23d  36 

45 

35  00 

32  50 

30  40 

29  00 

28  40 

28  30 

27 

30 

Marion       .     .     . 

Philad., 

4th  48 

30 

37  20 

30  50 

29  45 

29  45 

29  50 

80  40 

81 

84 

Petrel    .... 

Baltim'e, 

24th  37 
26th  45 

40 
50 

34  45 
41  45 

32  00 
40  45 

30  15 
85  30 

30  80 

31  40 

29  00 

30  30 

29  80 
29  37 

26 
23 

29 

Hugh  Birckhead 

26 

Means 

43 

10 

38  50 

36  07 

33  29 

31  14 

29  18 

29  06 

27.7 

30.3 

Means  of  the  best  six 

44 

15 

40  53 

38  37 

86  14 

34  00 

31  12 

80  08 

22 

24.7 

*  Forced  to  tlio  castwai'd. 


536 


THE    WIND   AND   OUllRENT   CUARTS. 


New  Route  Crossings — Continued. 


\ 

PASSED 

LONGITUDE  OF  CKOSSINa 

rARALLELS  OF — 

CROSSED 

EQUATOR. 

ST. 

NAME  OF  VESSEL. 

SAILED  FROM. 

3C 

°N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

5°  N. 

Long.  W. 

Days. 

Days. 

Loi 

-  W.:Long.W. 

Loug.  W. 

Lou 

g.  W. 

Lung.  W. 

Loug.  W. 

March. 

Stag  Hound   .... 

N.  York,     1st 

■±0°00'  '32°00' 

32°00' 

27 

=  00' 

27°00' 

28°00' 

28°00' 

26 

29 

Michael  Angelo       .     . 

GthliS 

00  j38  00 

33  00 

30 

00 

28  00 

25  00 

23  30 

26 

32 

Sarah  Boyd    .... 

Philad.,       9th 

42 

30 

37  00 

34  00 

32 

00 

31  00 

29  00 

28  00 

32 

38 

Sea  Serpent    .... 

N.  York,  10th 

47 

00  141  00 

39  00 

35 

00 

32  00 

31  00 

29  30 

18 

23 

Parana  

l(3th 

3(5 

00    31  00 

30  00 

29 

00 

28  00 

28  00 

28  15 

24 

26 

Gov.  Morton  .... 

r^th 

43 

00 

38  00 

35  00 

33 

00 

30  00 

29  00 

28  00 

26 

31 

Candace  (barque)    .     . 

25th 

45 

00 

43  00 

42  00 

41 

00 

38  00 

32  00 

30  10 

30 

32 

Kedar  (barque)  .     .     . 

Boston      27th 

39 

00 

32  00 

30  00 

29 

00 

29  00 

29  00 

29  30 

40 

44 

Golden  Era  (barque)   . 

N.  York,  25th 

40 

00 

38  00 

38  20 

34  45 

31  30 

28  30 

26  20 

38 

41 

Surprise 

"         13th 

49 

00 

43  10 

41  50 

40 

00 

36  22 

32  00 

30  00 

20 

22 

Empress  of  the  Seas   . 

13th 

48 

00 

42  00 

40  00 

38 

00 

35  30 

31  30 

30  10 

24 

28 

Seaman's  Bride  .     .     . 

19th 

44 

00 

37  20 

36  40 

34 

30 

32  10 

29  45 

29  05 

23 

25 

Lantao        

21st 

43 

00 

40  00 

3i.)  00 

36 

30 

32  45 

30  00 

29  45 

24 

27 

E.  0.  Winthrop       .     . 

Boston,     27th 

40 

02 

35  00 

33  30 

31 

30 

30  43 

29  07 

27  30 

26 

31 

Horsburgh      .... 

25th 

46 

30 

40  40 

38  30 

36 

00 

33  30 

29  45 

29  20 

24 

27 

Competitor     .... 

"         27th 

36 

08 

33  00 

32  00 

31 

40 

30  00 

28  20 

28  45 

24 

27 

Climax 

"         28th 

43 

00 

41  00 

38  40 

36 

10 

32  00 

29  00 

29  20 

20 

25 

Pai'thian 

Richm'd,    23d 

43 

30 

37  00 

35  00 

33 

00 

31  10 

29  30 

29  40 

22 

26 

Means 

42 

34 

37  12 

35  18 

33 

04 

31  03 

29  07 

28  31 

27 

30 

Means  of  the  best  six 

44 

55 

39  55 

38  21 

35 

51 

32  44 

30  12 

29  32 

21 

24.7 

Al'RIL. 

Empire 

N.  York,     2d 

40 

00 

34  00 

35  00 

35 

00 

32  00 

29  00 

28  40 

26 

30 

Thos.  B.  Wales  .     .     . 

Boston,       7tli 

42 

00 

39  00 

34  00 

DO 

00 

30  00 

29  00 

28  00 

26 

30 

White  Squall      .     .     . 

N.  York,  10th 

38 

00 

34  00 

32  00 

31 

00 

29  00 

28  00 

27  00 

21 

24 

Nestorian 

24th 

36 

00 

34  00 

35  00 

33 

00 

30  00 

27  00 

29  32 

31 

35 

Huma  (barque)*      .     . 

25th 

59 

00 

54  00 

51  00 

46 

00 

43  00 

39  00 

37  10 

40 

48 

Hazard  (barque)      .     . 

Boston,     27  th 

39 

30 

38  00 

37  00 

34 

00 

31  00 

28  00 

28  30 

25 

27 

North  American      .     . 

N.  York,      3d 

54 

00 

42  00 

36  00 

34 

00 

35  00 

30  00 

27  00 

26 

30 

Southerner  (barque)     . 

22d 

41 

20 

40  30 

41  00 

39 

30 

36  30 

32  00 

29  40 

27 

32 

Swan  (barque)    .     .     . 

Richm'd,  12th 

38 

10 

36  30 

34  45 

33 

00 

30  45 

29  00 

30  45 

25 

27 

Means 

42 

59 

39  05 

38  35 

35 

25 

33  03 

30  07 

29  36 

26 

29.3 

Means  of  the  best  six 

39 

50 

37  00 

35  34 

34 

15 

31  32 

29  10 

28  46 

25 

28.3 

*  Fell  to  leeward ;  therefore  is  not  incluJed  in  tlie  means  wliich  are  intended  to  sliow  tlie  besl  average  crossings. 


iUSTAKES    IN    TUK    UOUTE   TO    KIO,    ETC. 


637 


Neiv  lioiik-   Crossings — Contiuuod. 


PASSED 

LOXOITIDK   OF  CROSSING   FAUAM.ICLS  OF— 

CItOSSEU 

EQI  ATOlt. 

ST. 

ROQUE. 

NAMK  OF  VESSEL. 

SAILED  FROM. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

6°N. 

Long.  W. 

Days. 

Days. 

Long.  W. 

Long.  W.  Long.  W. 

Long.  W. 

Long.  W.'Long.  W. 

M.VY. 

Staffordshire       .     .     . 

Boston,        3d  .-)2''00'  '.jO^OO'  45°00' 

42°00' 

37°00'  32°00' 

29°40' 

25 

28 

Eoberl  Wing  (brig)     . 

()th'41  00    39  00    35  00 

33  00 

31  00  '28  00 

29  bb 

31 

34 

Equator 

"           9th'43  00  :39  00 

38  00 

38  00 

36  00 

33  00 

31  02 

43 

46 

F.  Copelaud  (briu)  .     . 

llth'43  30    39  00 

36  00 

34  00 

32  00 

29  00 

32  00 

37 

40 

Carioca 

Philad.,     13th'43  00    39  00 

37  00 

85  00 

32  00 

27  00    32  00 

35 

40 

Sea  Breeze     .... 

IV.ston,      loth  44  00  ,40  00 

40  00 

39  00 

37  00 

32  00    30  00 

35 

38 

Isabelita  llyue  (baniue) 

N.  York,  21st  40  00  ^36  00 

35  00 

32  00 

30  00 

29  00 

30  34 

25 

28 

Albany 

24th  39  00    37  00 

35  00 

33  00 

30  00 

27  00 

27  30 

42 

45 

Flving  Cloud      .     .     . 

14th'42  50    37  SO 

35  20 

34  00 

32  30 

31  30 

33  41 

29 

31 

N."B.  Palmer      .     .     . 

2d  40  45 

33  10 

32  00 

30  15 

27  30 

25  30 

28  50 

24 

26 

Eliza  Mallory      .     .     . 

18t,h41  00 

37  20 

34  45 

32  20 

30  00 

27  30 

31  00 

32 

36 

Ottawa  (t>ar(|ue).     .     . 

(;th45  20 

45  00 

43  00 

40  20 

35  00 

32  15 

33  00 

35 

37 

Audubon 

Boston,       8tli42  30 

39  50 

38  00 

36  00  ;33  43 

32  00 

31  53 

24 

28 

;Mary  Maukin  (seli'r)* 

G.  Town,  13th  33  00 

32  10 

32  30 

31  00 

29  15 

28  15    30  15 

32 

36 

Means 

42  30    39  08 

37  07 

34  57 

32  39 

29  36  '30  29 

33.2 

36.5 

Means  of  the  best  five 

43  37 

39  25 

37  04 

34  51 

32  12 

30  00  '30  55 

25.5 

28.2 

June. 

Union 

N.  York,      2d 

43  00 
40  00 

42  00 
40  00 

40  00 
40  00 

39  00 
38  00 

37  00 
36  00 

27  00 

30  20 

24 

22 

26 

Flying  Cloud      .     .     . 

3d 

32  00    33  00 

24 

Kussell  (brig)      .     .     . 

Salem,         6th '35  00 

33  00 

32  00 

29  00 

27  00 

23  00 

28  00 

32 

35 

Boston,     17th;48  00 

43  00 

40  00 

37  00 

31  00 

25  00 

26  00 

32 

34 

Valparaiso      .... 

N.  York,  18tli,35  30 

35  00 

35  00 

32  00 

31  (10 

27  00 

31  41 

34 

37 

Witch  of  the  Wave    . 

Boston,      23d  51  00 

50  00 

49  00 

47  00 

44  00 

38  00 

33  25 

27 

32 

Defianee 

N.  York,  26th :44  00 

46  00 

45  00 

43  00 

39  00 

27  00 

31  00 

36 

38 

Miantonomi  (barque)  . 

28th45  00 

43  00 

41  00 

40  00 

36  00 

26  00 

32  13 

36 

40 

Helena* 

lOth'34  40 

33  30 

33  20 

32  15 

31  20 

29  10 

31  50 

25 

29 

Messenger      .... 

lst43  30  '41  42 

1 

39  30 

38  00 

33  20 

27  00 

31  54 

24 

26 

Means 

41  58 

40  43   39  29 

37  31 

34  34 

28  07 

30  57 

29.2 

32.1 

Means  of  the  best  live 

42  26 

41  14   40  22 

38  51 

36  20 

31  38 

32  05 

24.4 

25.4 

*  Forced  to  eastward. 


68 


538 


THE   WIND   ANJJ   CURRENT   CHARTS. 


Neiv  Route  Crossings — Continiied. 


NAME  OK  VESSKL. 


Mermaid  (IxiiNjue) 
Telegrapli  .  . 
Horatio  .  .  . 
Hazard  (l:)ai-t|iit') 
Wild  Pigeon  . 
Jolm  Gil|nii  .  . 
Eobert  Wing  (brig) 
Georgiana  (brig) 
Parana  .  .  . 
Capitol       .     .     . 


SAILED  FROM. 


LONGITUDE  OF  CROSSING  PARALLELS  OF- 


30°  X.   25°  N.   20°  N.   15°  N.   10°  N. 


Jl-ly. 


Long.  W.'Long.  W, 


N.  York,  2d  52°00' 
13tlij50  00 
15tbl39  00 
lGtbJ36  05 
llthl-iS  30 
28th;35  50 
29th4:9  20 
2GtbU6  00 
2dk4:  00 

Riclnn'd,  18tb'-±4  00 


'52°00' 
'48  00 
86  10 
!84  30 
;38  00 
34  10 
'45  30 
40  00 
^4  45 
37  30 


Long.  W 

50°00' 
46  00 
34  30 
34  30 
36  20 
33  30 
44  20 
30  30 
44  16 
\   00 


Long.  W. 

46°00' 
43  00 

33  30 

34  00 

35  30 
32  50 
39  30 
30  00 
39  45 

;  08 


Long.  W. 
43°00' 

39  00 

32  10 

33  20 
32  50 
31  15 

37  60 
28  45 

38  10 
31  00 


5°N. 


Long.  W. 

30=00' 

26  30 

29  48 
31  30 

30  30 
29  40 
35  00 

27  30 
35  25 
29  00 


CROSSED  EQUATOR, 


Long.  W, 


Days. 


34°00' 

29  00 

30  55 

34  00 

33  30 

31  00 

35  40 

29  50 

34  45 

30  15 


Means 


43  39  39  19  36  12  33  38  31  bH   128  59  130  23 

I  I  I 


33 
33 
83 
32 
33 
25 
33 
31 
38 
80 


33 


PASSED 

ST. 
KOQUE. 


Means  of  tbe  best  six 


Eaven   

Sea  Witch     .     .     .     , 

Typhoon   

Seaman 

Winged  Arrow       .     , 

liaven 

Cohota 

Sovereign  of  the  Seas 
Sea  Witch      .     .     .     . 
Oliver  J.  Hays    .     .     . 
Seaman 


41  49    38  23    35  40 


34  24   32  33  '28  59  '30  50 


August. 


N.  York, 


Boston, 


"         11th 

N.  York,  14th 

23d 

"         29th 


l.?t34  00*34  00 

2dj47  00  |45  00 

3d47  00   46  00 

3d  40  00  !39  00 

5th  47  00  [46  00 

(!th44  00t41  00 

44  00t'41  00 


34  00 
41  00 
43  30 


3d  ,40  00 


34  40 
87  00 
41  00 
89  00 


Means 


Means  of  the  best  six 


Senator  Iloland  . 
lieaha  .  .  .  . 
John  Wade  .  . 
Annie  Bnckram 
Revere  .  .  .  . 
Eolus  (barque)  . 
Anstiss  .  .  . 
A.  F.  Jenness 


September. 


iN.  York, 


Boston, 

u 

Richm'tl 
Philad., 


12th 
23d 
12th 
26th 
15th 
28th 
28tli 
27  th 


Means 


Means  of  the  best  five 


41  57  40  20 


43  10  42  00 


39  00 


00 
25 


42 
40 
40  00 
40  00 
37  30 
57  00 
40  45 


42  16  37  08 


36  80 

32  30 

37  30 

33  00 
37  45 

34  45 
47  50 
39  20 


39  30 


35  54 


34  00 
41  00 
45  00 

38  00 
45  00 

39  00 
39  00 
34  50 
36  00 
89  00 
38  00 


34  00 
28  00 

42  00 

36  00 

43  00 

37  00 
86  00 

83  45 

84  00 

35  00 

36  00 


39  00 


37  07 


40  30 


38  20 


34  30 


32 
35 
31 


00 
00 
20 


35  00 
32  15 
40  20 
38  80 


83  45 
31  20 

84  51 

30  29 
33  30 

31  00 
87  45 
37  30 


34  21 


33  14 


82  48 


33  00 
35  00 
35  00 
35  00 
39  00 
38  00 

29  00 
88  00 

30  00 

34  00 

35  00 


26 

00 

26 

00 

26 

00 

27 

00 

30 

00 

25 

30 

28 

00 

27 

10 

25 

00 

30 

00 

27 

00 

81  00 

27  00 
29  00 
31  51 
31  00 

28  00 
24  00 
36  00 

27  00 

28  00 
31  51 


34  00 


34  50 


80  80 

31  00 

32  00 
29  80 
31  30 
28  45 
34  00 
36  00 


26  57 


27  00 


31  01 


30  27 


26  30 
28  10 
28  00 
28  30 

27  50 
27  15 

26  00 

27  30 


27  27 


29  52 


30  28 


29  00 

30  45 
29  00 
81  80 
32  30 
80  20 

29  00 

30  30 


30  17 


27  37  30  28 


30.6 


33 

28 
28 
29 
28 
25 
29 
25 
29 
51 
29 


30.5 


27.1 


38 
43 
32 
36 
85 
88 
45 
77 


38 


35.8 


*  Winds  forced  lier  to  go  too  far  east. 


•)■  Got  S.  W.  monsoon,  and  went  unnecessaril}-  too  far  east. 


539 


New  Route  Crossings — Contmuccl. 


NAME  OK  VKSSKL. 


SAII.KI)   FUOM. 


Comet  .... 
IJusscll  .  .  . 
Miautouomi  .  . 
Sorner.set  .  .  . 
Willi  Pigeon  . 
(jokleii  Gate  .  . 
Miguelou  (barque) 
Helena       .     .     . 


Means 


Means  of  the  best  four 


Celestial     . 
Newton 
Flying-Fish 
E.  C.  AVinthr 
Swordfish 
Horatio 
Esther  May 
Lucia  Field  (I 
Geo.  Brown 
Esther  May 
Uriel     .     . 
Tuscany    . 
Contest 
Living  Age 
Alboni 
Thos.  Church 
Walter       . 
Danube 
Trade- Wind 
Tingqua     . 
Gray  Feather 
Kentucky 
Cygnet 
Telegraph 
Sophronia 


op 


pie 


OCTOBKK. 

N.  York,     2d 

3d 

"  3d 

4th 

14th 

14th 

15th 

30th 


Boston, 
N.  York, 


Salem, 
N.  York, 


November. 


N.  York, 
Boston, 


N.  York, 
I        " 
Boston, 
I        ^' 
jPhilad., 
Boston, 
N.  York 


2d 

7tl: 

7tl 

8t.l 

12th 

18th 

19th 

20th 

24th 

19th 

27th 


LONGITfUE  or  CROSSIN(i   I'AUALLELS  OF 


30°  N. 


Long.  W.  Long.  W 


45°00' 
41  00 
46  00* 
51  00 
40  00 
40  00 
48  00* 
50  00 


45 
42 
49 
42 
44 
44 
35 
37 
41 
38 
45 


28th  j43 
l(>th48 


Boston, 


Salem, 


24th 
21st 
20th 
29th 
13th 
13th 
24th 

8th 
24th 

3d 
15th 

0th 


42 
46 
48 
49 
50 
49 
43 
38 
46 
39 
49 
40 


25°  N.   20°  N. 


15°  N. 


44  30 


41  15 


00 
00 
00 
30 
00 
00 
00 
00 
00 
00 
00 
00 
00 
50 
00 
00 
30 
00 
00 
00 
30 
30 
80 
00 
30 


41°00' 
36  00 
46  00 

44  00 
36  00 
36  00 

45  00 
44  00 


37  15 


59  20 


37 
42 
42 
42 
39 
33 
32 


00 
00 
00 
00 
00 
00 
00 


34  00 

35  00 
33  00 
39  00 

36  20 


37 
40 
39 
37 
45 


46 
00 
30 
00 

20 


Means 


^rc;m,~  of  the  best  six 


43  09 


36  00 
30  00 
40  00 
84  40 

39  25 
86  00 

40  00 

41  12 


38  01 


Long.  W. 


r°oo' 

33  00 
45  00 
38  00 
32  00 
32  00 
49  00 
40  00 


33  30  '32  15 


Long.  W. 

35°00' 
31  00 


41 
35 


00 
00 

31  00 

32  00 
34  00 
40  00 


:  00 
41  00 

36  00 
41  00 

37  00 
31  00 
83  00 

31  00 
:  00 

32  00 
36  00 

34  30 

36  00 

35  00 

37  50 

34  00 
39  40 

35  06 

30  20 
39  25 

35  40 

36  34 

31  25 
34  40 
41  10 


35  20 


45  40  36  50  34  17 


32°00' 
29  00 
41  00 

31  00 

32  00 

32  00 

33  00 
40  00 


20  '34  40 


32  00 
40  00 

35  00 
30  00 

36  00 
30  00 

33  00 
30  00 

30  00 
33  00 
33  00 

33  20 
35  30 
32  00 

35  30 
32  00 

36  40 
32  40 

31  00 

37  45 
35  00 

34  50 
30  00 
34  80 
39  00 


10°  N. 


6°N. 


Long.  W.  'Long.  W 


29°00' 

26  00 
37  00 

29  00 
28  00 

27  00 

30  00 
37  00 


33  10  32  40 


31  15  27  30 


30  OO 
38  00 


00 
00 
00 


29  00 
32  00 
29  00 
28  00 
32  00 

31  00 

32  20 

33  00 

28  40 

32  45 

29  00 

34  00 
82  00 

30  20 
38  50 

!2  80 

33  00 
28  00 

31  45 
36  40 


28  00 
35  00 

30  00 
34  00 

31  00 
|29  00 
'31  00 
|28  00 
|28  00 
30  00 

29  00 
,30  20 

29  56 
26  00 

32  00 
26  00 

30  30 

29  30 

30  00 

31  20 

29  00 

30  20 
26  00 
30  00 

32  20 


33  27  32  01  29  53 


PASSED 
CKO.SSEI>  EQIATOU.  ST. 

i    ROQUE. 


Long.  W.I    Diivs.    j     Diivs. 


31°00' 

25 

28  12 

36 

34  00 

47 

30  25 

48 

28  00 

27 

28  00 

27 

32  00 

40 

32  10 

89 

29  38  i  32.8   35.8 


88  59  82  07  30  41 


28  48 


31  00 

32  30 
32  00 
32  30 
32  00 

30  30 

31  00 
31  00 

29  00 

31  45 

30  00 

32  00 

31  00 

28  80 

32  20 

29  40 

31  00 

29  20 
34  00 

32  00 
32  00 
32  45 

30  00 
32  00 
30  20 


31  11 


30  55 


28.7   31 


24 
34 
19 
32 
23 
25 
27 
31 
29 
27 
26 
42 
27 
29 
26 
29 
38 
87 
22 
20 
32 
24 
38 
27 
82 


28.6 


22.2 


39 
51 
46 
29 
29 
43 
45 


26 
38 
21 
35 
25 
27 
31 
34 
34 
29 
30 
45 
29 
32 
28 
82 
35 
40 
26 
28 
34 
27 
41 
29 
35 


31.5 


24.7 


Not  inclu.lcj  in  mean  crossings,  because  slie  fell  to  leeward. 


540 


THE  WIXD  AND  CUKRENT  CHARTS. 


Nctv  lioute  Cross 


smr/s- 


-Continuecl. 


PASSED 

LONGITUDE  01' 

CROSSING 

RARAI 

LELS  OF— 

CROSSED 

EQUATOR. 

ST. 

NAME  OF  VESSEL. 

SAILED  FROM. 

ROQfE. 

30 

°N. 

25°  N. 

2n 

0    J^ 

15 

°N. 

10°  N. 

5^ 

N. 

Long.  W. 

Days. 

Days. 

Lou 

K.  W. 

Long.  W.Lon 

-.  w. 

Lon 

s-  w. 

Long.  \V. 

Lon 

-.  W. 

December. 

Soutlierncr  (lianjue)    . 

N.  York, 

1st 

40°00' 

41°00' 

40°00' 

88°00' 

35°00' 

32°00' 

30°00' 

88 

42 

ITazanl 

U 

4tli 

45 

00 

41  00 

39 

00 

38 

00 

35  00 

32 

00 

32  00 

21 

24 

Samuel  Eussell  .     .     . 

u 

5th 

53 

00 

46  00 

43 

00 

41 

00 

36  00 

32 

00 

30  00 

19 

20 

Element 

a 

5th 

44 

00 

42  00 

39 

00 

36 

00 

33  00 

31 

00 

31  00 

22 

24 

Gi-aftoii  (barque)      .     . 

u 

8th 

35 

00 

31  00 

33 

00 

32 

00 

32  00 

30 

00 

29  00 

29 

81 

Lantao 

u 

8th 

44 

00 

41  00 

41 

00 

41 

00 

37  00 

31 

00 

29  00 

80 

32 

St.  Lawrence,  U.S.frig'te 

u 

12th 

42 

00 

39  00 

36 

00 

35 

00 

33  00 

30 

00 

31  00 

31 

34 

Seaman's  Bride  .     .     . 

a 

12th 

41 

00 

40  00 

40 

00 

36 

00 

34  00 

30 

00 

31  00 

28 

82 

Portsmouth  (U.S.  ship) 

Boston, 

l(5tli 

36 

00 

39  00 

38 

00 

38 

00 

36  00 

33 

00 

31  00 

26 

80 

Hurricane       .... 

N.  York 

17  th 

45 

00 

42  00 

41 

00 

40 

00 

38  00 

34 

00 

34  00 

27 

80 

Benjamin  Howard  .     . 

Boston, 

25th 

41 

00 

35  00 

33 

00 

32 

00 

29  00 

26 

00 

27  00 

25 

28 

Pontiac 

u 

25tli 

43 

00 

38  00 

36 

00 

35 

00 

32  00 

30 

00 

80  00 

23 

27 

Winged  Racer    .     .     . 

N.  York 

12th 

39 

00 

36  00 

34 

80 

32 

00 

30  00 

28 

15 

31  00 

22 

24 

Golden  Gate  .... 

a 

6th 

46 

14 

40  30 

37 

00 

35 

10 

33  30 

31 

20 

33  56 

20 

23 

John  Holland      .     .     . 

u 

1st 

45 

30 

42  10 

38 

40 

36 

50 

33  40 

29 

14 

81  00 

39 

43 

Storm  (harriue)   .     .     . 

a 

21st 

44 

00 

41  00 

39 

00 

37 

30 

34  45 

33 

80 

35  30 

18 

25 

Golden  West      .     .     . 

Boston, 

13th 

41 

00 

39  20 

38 

30 

38 

20 

36  00 

34 

00 

31  20 

28 

30 

Dancing  Feather  (sch'r) 

a 

12th 

53 

00 

47  80 

43 

00 

38 

51 

34  80 

30 

00 

80  42 

33 

85 

John  Bertram     .     .     . 

it 

12th 

49 

30 

45  20 

44 

00 

38 

13 

36  45 

31 

00 

29  30 

27 

29 

Flying  Childers       .     . 

a 

18th 

49 

30 

47  30 

43 

30 

41 

00 

86  40 

32 

30 

80  40 

23 

25 

Aldebaran      .... 

a 

25th 

39 

20 

36  20    36 

10 

32 

50 

29  15 

26 

10 

28  00 

87 

40 

Means 

43 

05 

40  30    38 

43 

36 

54 

34  03 

30 

50 

30  48 

25.1 

29.9 

Means  of  the  best  six 

45 

57 

42  10 

39 

15 

37 

06 

33  59 

31 

16 

32  01 

20.5 

23.5 

MISTAKES    IN   'lUK    ROUTE   TO    UIO,    ETC. 


:.4i 


^fid(lle  Route  Crossimjs. 


I'ASSED 

LONGITUDE  OF 

CROSSING  PARALLELS  OF— 

- 

CROSSED 

EQUATOR. 

ST. 

XAMK  OF  VESSEL. 

SAILED  1  UOM. 

ROQIE. 

30°  N. 

25°  N. 

2f 

°N. 

15°  N. 

10°  N. 

f) 

=  N. 

Lor 

g.  w. 

l)iiy.s. 

Dil.VS. 

Bostoa  .... 

Boston,      Jan.      1st 

32°00'*>28°00' 

27 

=00' 

26°00' 

25°00' 

23°00' 

24 

'50' 

27"! 

31 

Star  of  tlic  Union 

"      2Sth 

35  40  '33  00 

29 

00 

29  50 

29  45 

29 

20 

29 

50 

34 

36 

Wisconsin      .     . 

N.  York,      "     20th 

30  00*30  30 

31 

00 

31  00 

28  00 

27 

00 

28 

11 

25  ■ 

37  J 

28 

Vandalia    .     .     . 

"      20th 

31  00*29  30 

27 

00 

26  30 

26  30 

26 

00 

28 

00 

41 

St.  Lawrence 

"          Feb.     8th 

31  30  :29  30 

28 

00 

28  30 

28  15 

28 

00 

28 

00 

36 

41 

Bark  Eniilj^    .     . 

Philad.,        "      20th 

33  00  |31  30 

30  40 

29  40 

28  40 

28 

30 

28 

40 

80 

84 

M.  Hawes  .     .     . 

N.  York,      "       22d 

40  oof  32  00 

30 

00 

27  00 

26  30 

26 

00 

26 

18 

35 

41 

Rose  Standish     . 

March    1st 

33  00  129  00 

28 

00 

27  00 

26  80 

26 

00 

27 

00 

271 

80  y 

27] 

30 

Ariel      .... 

"      10th 

33  00  131  00 

30 

30 

29  30 

28  00 

26 

30 

26 

26 

34 

Harriet  Iloxie     . 

"      24th 

30  00*,26  00 

28 

00 

28  30 

29  00 

29 

30 

30 

20 

30 

Queen  of  the  East 

"         April    8th 

31  00*27  00 

27 

00 

26  00 

25  00 

23 

00 

23 

00 

?,l\ 

36 

1'hames      .     .     . 

Portland,     "      24th 

50  00+,42  00 

38 

00 

33  00 

30  00 

25 

00 

26 

08 

41 

43  ^ 

44 

Eome    .... 

N.  York,     "      2Bth 

32  00*,30  00 

30 

00 

29  00 

26  00 

25 

00 

26 

00 

46 

Arthur  Pickering 

Salem,          "      30lh 

38  00 

36  00 

36 

00 

83  00 

29  00 

26 

80 

27 

50 

36  J 

89 

Miltou  .... 

Boston,       ^fay  loth 

37  00 

36  30 

35 

00 

32  00 

27  30 

26 

00 

28 

15 

37 

40 

Lamartinc       .     . 

N.  York,  June  10th 

34  00 

32  00 

31 

30 

81  00 

29  00 

26 

00 

28 

49 

38] 

37 

Z.  D 

"      15th 

39  OOt'37  00 
39  oof 36  00 

35 

00 

34  00 

33  00 

24 

80 

28 

50 

35  , 

38  [ 

37 

Sarah  H.  Snow  . 

Boston,        "       23d 

33 

00 

31  00 

29  00 

28 

00 

27 

00 

42 

Talbot  .... 

N.  York      "      27th 

35  80 

34  00 

30 

00 

28  30 

25  00 

19 

00 

25 

00 

4rj 

43 

Thactus      .     .     . 

"      29th 

34  00 

32  00 

30 

00 

27  00 

25  00 

24 

30 

30 

48 

43 

46 

Plato      .... 

Bo.ston,      July     1st 

40  00+136  00 

34 

00 

29  30 

26  00 

20 

00 

27 

00 

35] 

37 

Wessacumcon     . 

7th 

41  00+;39  00 

35 

00 

80  00 

25  00 

23 

00 

29 

00 

50 
88  ^ 

54 

Eagle     .... 

N.  York,      "      11th 

49  00+47  30 
46  ootids  00 

46 

80 

44  30 

44  00 

23 

00+ 

28 

00 

35 

Cohansey  .     .     . 

"     20th 

40 

00 

37  00 

84  00 

24 

30:; 

28 

56 

85  J 

38 

John  Wade    .     . 

Boston,     Sept.    5th 

45  00 

42  00 

41 

00 

39  00 

32  00 

24 

00 

29 

00 

34 

87 

U.S.S.  Relief    . 

iN".  York,      "      27th 

42  15 

38  30 

37 

15 

31  42 

27  00 

25 

20 

28 

00 

53 

57 

Lewis     .... 

Salem,       Oct.    lOtlj 

37  00 

33  00 

30 

00 

27  00 

26  00 

25 

00 

28 

00 

34 

37 

Sartelle       .     .     . 

N.  York,      "       23d 

;59  00 

28  00 

29 

00 

28  00 

27  00 

24 

00 

26 

55 

43 

46 

Loo  Choo  .     .     . 

Boston,     Nov.      2d 

35  30 

35  00 

35 

00 

33  00 

30  00 

27 

00 

30 

00 

84) 

37 

Juniata       .     .     . 

Baltimore,    "       23d 

30  00 

27  00 

27 

30 

27  30 

27  30 

27 

80 

28 

00 

28  y 

30 

Europe  .... 

N.  York,      "     25th 

37  00 

30  00 

28 

00 

26  00 

25  30 

25 

80 

26 

22 

32  j 

35 

John  Stuart    . 

Dec.     9th 

29  20    33  20 

34 

50 

34  00 

31  00 

29 

30 

31 

40 

35 

38 

It  will  be  seen,  by  consulting  the  crossing  table,  that  the  mean  crossing-place  on  the  equator,  by  the 
vessels  of  the  new  route,  is  in  30°  5'  west :  that  out  of  the  180  vessels  there  recorded,  but  three  fell  to  lee- 
ward— two  in  October,  and  one  in  December.  The  two  in  October  crossed  5°  N.  in  37°  W.;  a  smai't  ship, 
we  ma}^  therefore  infer,  need  not  fear  to  cross  the  line  as  far  as  33°  or  34°  west,  especially  in  the  winter 
time. 

Lieut.  Kennedy,  commanding  the  L^.  S.  storeship  Supply,  on  her  recent  voyage  to  Rio,  mention.s  a 
striking  instance  of  the  advantage  of  sticking  to  the  Charts,  and  conforming  to  the  Sailing  Direr/inns.  He 
crossed  in  the  month  of  February,  34  days  out,  in  long.  33°  W.     He  was  pinched,  and  made  the  land  7 


*  Should  not  have  eareJ  to  make  any  more  eastings  than  she  couUl  help,  after  this. 

f  Started  on  the  new  route,  but  abandoned  it. 

J  Entered  on  the  doldrums  too  far  to  the  eastward. 


542  THE  WIND  AND  CURRENT  CHARTS. 

miles  to  leeward  of  Cape  St.  Roquc.  He  stood  boldly  on ;  took  advantage  of  a  slant,  as  recommended,  and 
got  by  witlioutany  difficulty.  The  barque  Pulka,  however,  which  was  in  company,  stood  off  to  the  northward 
and  eastward  in  order  to  get  an  offing,  and  ]iass  to  windward  of  the  Island  of  Fernando  de  Noronha.  This 
brig,  though  a  better  sailer  than  the  Supply,  did  not  arrive  until  several  days  after  the  Supply.* 

The  chief  jDolnt  of  information  as  to  the  new  route,  appears  now  to  be  in  the  practical  answer  to  this 
question:  Which  is  tlie  best  way  of  crossing  the  "equatorial  calms?"  The  region  most  liable  to  these 
calms  is,  as  1  have  before  explained,  wedge-shaped,  with  the  point  of  the  wedge  directed  towards  South 
America. 

The  winds  in  these  calm  regions  are  often  from  the  southward  and  westward ;  indeed,  as  you  ap- 
proach the  coast  of  Africa  in  summer  and  fall,  these  southwardly  winds  assume  the  character  of  a  regidar 
monsoon. 


*  Extracts  from  Lorj  of  the  United  Blatcs  storeship  Supi>ly,  Lieutenant  C.  II.  Kennedy,  comvianding. 

January  C,  1850  (lit.  39°  N. ;  long.  G3°  W  )  ;  at  10  .-V.  M.  a  whirlwind  passed  between  our  fore  and  mainmasts,  doing  no  damage. 
At  the  same  time,  two  others  were  observeil,  one  on  the  port-beam,  the  other  on  the  starboard  quarter.  Their  formation  was  very 
sudden,  giving  no  warning  whatever  of  their  approach  ;  nor  was  the  force  or  direction  of  the  wind,  which,  at  the  time,  was  blowing  fresh, 
in  the  least  affected ;  the  diameter  of  the  one  which  passed  between  oiu-  masts  was  about  ten  feet,  with  a  rotary  velocity  of  about  one 
hundred  miles  per  hour,  and  a  progressive  velocity  of  about  sixty  or  seventy  miles  per  hour.  The  one  on  the  port-beam  was  much  larger, 
carrying  with  it  large  quantities  of  water,  and  moving  with  a  higher  velocity. 

February  6,  1850  (lat.  1°  40'  N.  ;  long.  32°  W.)  ;  at  3  hours  30  min.  a  large  and  heavy  whirlwind  passed  across  our  bow,  about 
two  hundred  yards  distant,  with  a  very  high  velocity,  and  carrying  with  it  large  quantities  of  water. 

The  ship  did  not  sail  well  during  the  first  part  of  the  passage,  having  been  stored  out  of  trim,  and  griping  to  such  a  degree  that  all 
the  sails  on  her  mizzcn-mast  were  useless.  I  could  not  make  any  change  in  her  trim  by  shifting  weight  from  one  extreme  (a  bad  way  at 
best)  as  every  crack  and  crevice  was  crammed  with  stores,  baggage,  &c. 

The  first  part  of  the  passage  was  rough,  and  the  southwesterly  winds  drove  me  far  out  of  my  track.  I  was  at  one  time  ajiprehensive 
of  being  forced  in  sight  of  the  Cape  de  Verde  Islands. 

When  the  trade-winds  north  of  the  equator  began  to  fail  me,  the  weather  became  squally,  and  the  wind  light ;  though  in  general 
the  squalls  were  of  rain  only. 

On  the  Gth  of  February,  however,  we  had  some  wind  in  them,  and  a  violent  whirlwind  p.assed  ahead  of  the  ship  about  two  hundred 
yards.     It  would  have  passed  over  the  ship,  had  it  not  been  met,  and  driven  ahead  of  a  squall. 

I  was  forced  across  the  line  in  long.  32°  50'  on  the  7th  of  February.  To  avoid  being  back-str.ipped,  I  stood  to  the  east  for  twelve 
hours  between  the  8th  and  9th,  and  twenty-one  and  a  half  hom-s  between  the  lOtli  and  11th  ;  biit  I  am  nowinclined  to  believe  that  I  might 
have  fetched  past  St,  Roque  by  standing  on.  On  the  11th,  stood  in  for  the  land,  and  made  it  on  the  12th  at  2  P.  M.  At  3  hours  30  min. 
tacked  ship  in  a  half  twelve ;  shells  and  gray  sand  mixed  with  coral,  which  was  the  general  character  of  the  soundings  every  time  we 
got  bottom.  Stood  off  shore  ;  4  hours  45  min.  tacked  and  laid  up  along  the  land,  which  was  again  made  on  the  13th ;  stood  in  to  ten 
fathoms,  and  tacked  at  2  hours  30  min.  V.  M.  Cape  Branco  bearing,  per  compass,  S.  by  W.  \  AV.,  distant  about  thirty  miles,  and  the  land 
abeam,  distant  about  eight  miles.  At  9  P.  M.  tacked  again  and  laid  well  up  along  the  land,  which  we  did  not  again  see  till  we  made  Cape 
Frio.  The  wind  fanned  us  on  both  tacks,  and  when  we  "went  about"  the  last  time,  we  made  a  S.  by  E.  compass  course.  Thus  we 
cleared  the  land  in  two  off-shore  tacks,  each  of  5  hours  30  min.,  the  current  sweeping  along  or  onshore.  The  distance  run  per  log  is  six 
thousand  five  hundred  and  sixty-three  miles.  No  vessel  that  sailed  in  January  has  yet  arrived.  We  spoke  the  Green  Point  between  1° 
and  2°  N.,  and  30°  54'  W.,  bound  to  Rio;  she  had  sailed  two  days  before  us  (January  1)  from  New  York.  We  also  saw  the  bark  Polka 
standing  in  for  the  land  on  the  afternoon  of  the  10th  of  February.  We  were  on  the  opposite  tack,  having  gone  about  to  avoid  the  bight 
to  the  westward  of  St.  Roque. 

I  have  endeavored  to  obtain  accurate  information  of  the  passages  made  in  December,  but  the  Register  is  so  loosely  kept  that  I  can 
learn  nothing  more  than  the  number  of  d.iys  of  the  voyage,  not  even  the  time  of  sailing  or  arrival,  or  the  meridian  on  which  they  crossed 
the  equator. 


I 


MISTAKES    IN   THE    KOUTE   TO    KIO,    ETC.  54 

Tlio  place  of  llicso  calms  varies,  too.  It  is  sometimes  at  the  equator  ;  sometimes  in  5°,  10°,  or  even  in 
15°  nortli,  according  to  the  season  of  the  year. 

And  the  answer  to  the  question,  "IIow  to  cross  them?"  is  tliis.  Unless  you  are  fearful  of  falling  to 
leeward,  or  you  arc  already  too  far  to  leeward,  and  want  to  make  casting  in  the  southwardly  winds  of  the 
doldrums,  do  your  best  to  make  southing,  lor  by  that  course  you  will  clear  them  soonest.  By  that 
course  you  run  directly  across  them ;  by  an  cast  or  west  course,  you  run  along  with  thum. 

It  appears,  however,  by  these  tables,  that  the  average  passages  to  the  equator,  by  the  new  route,  have 
been  greatly  reduced. 

Moreover,  by  comparing  the  new  route  crossings  with  the  "middle  route,'"  as  the  tracks  made  by  those 
navigators  Avho  attempt  to  "split  the  difference"  between  the  old  route  and  the  new  arc  called,  we  shall  see 
how  much  they  lose:  they  lose  on  the  avei'age,  during  a  i)ortion  of  the  year,  a  week  or  more,  and  several 
days  at  any  season. 

It  will  not  escape  the  notice  of  men  who  study  these  tables  as  carefully  as  they  ought  to  be  studied, 
that  from  May  to  Novendjcr,  inclusive,  vessels  that  go  the  new  route  cross  the  parallel  of  5°  N.,  farther  to 
the  eastward  on  the  average,  than  they  do  the  equator.  The  cause  of  this  is  obvious :  it  is  owing  to  the 
monsoons  of  the  doldrums.  Hence,  we  deduce  a  rule  Avhich  will  apply  to  all  mouths,  and  it  is  this : 
When  you  cross  the  parallel  of  10°  N.  in  30°,  or  31°,  or  32°  W.  and  can  make  a  south  course  good,  don't 
care  to  go  any  farther  east.  Of  course,  if  you  meet  these  southwest  monsoons,  as  in  the  summer  and  fall  you 
will  sometimes  do,  even  as  far  west  as  32°,  you  will  in  that  case  be  compelled  to  obey  the  wiuds,  and 
make  easting ;  but  when  you  are  east  of  30°  always  prefer  the  tack  that  will  give  you  most  southing, 
because  it  will  jnit  you  across  the  doldrums  soonest ;  and  if  it  bring  you  across  no  fiirther  west  than  31°, 
or  even  32°,  you  may  consider  yourself  in  a  good  position,  and  clear  of  a  region  of  light  airs  and  baffling 
winds. 

The  average  passage  for  the  year  by  the  "middle"  route  is  35  days;  by  the  old  it  is  41 ;  by  the  new 
29.  Thus,  it  will  be  perceived  that  those  who  attempt  to  "split  the  difference"  between  the  old  route  and 
the  new,  split  it  as  completely  with  regard  to  time  as  they  do  with  regard  to  distance. 

It  is  hoped  that  this  exhibit,  including  everything  that  I  have  received  with  regard  to  the  liio  passage, 
since  the  publication  of  the  last  edition  of  these  Sailing  Diredions,  will  serve  to  convince  the  skeptical  that 
these  Charts  arc  what  they  purport  to  be:  /.  e.  the  result  of  the  experience  of  all  the  navigators,  whose 
logs  I  could  lay  hand  on  for  comparison,  and  that  they  are  not  based  on  any  theory  of  any  body. 

Some  vessels  are  put  down  on  the  middle  route,  which  did  not  intend  to  take  it.  They  were  forced 
farther  to  the  eastward,  before  crossing  the  horse  latitudes,  than  they  intended  to  go.  They  did  the  best 
they  could  ;  and  might  have  been  classed  under  the  new  route ;  for  when  winds  are  ahead,  the  "new  route" 
expects  the  navigator  to  do  the  best  ho  can,  for  head  wiuds  will  now  and  then  drive  him  broad  i)iY  the 
track. 

If  the  few  passages  that  come  under  this  category  had  been  so  classed,  the  contrast  in  favor  of  the  new 
route  would  have  been  still  more  strikinjr  than  it  is. 


544  THE  WIXD  AND  CUERENT  CHARTS. 

There  is  a  remarkable  conformity  between  the  average  track  by  the  crossing  tables  and  the  computed 
route,  or  what  may,  in  some  sort,  be  called  the  theoretical  route ;  inasmuch  as  it  was  predicated  on  the  Pilot 
Charts,  and  is  tlie  deduction  entirely  of  figures  and  calculation. 

Thus,  the  average  crossing  of  the  six  vessels  that  made  the  best  passages  in  February,  were  in  reality — 

Latitudes:  30°,  25°,  20°,  15°,  10°,  5°.  Line,  in  longitude  U°  15';  40°  53';  38°  37';  36°  14';  34°; 
31°  12';  30°  8'  ^Y.     By  table:  45°  40';  37°  -15';  35°  3.5';  33°  28';  31°  23';  31°  23'  W. 

It  appears  from  this,  that  the  best  average  route  which,  according  to  the  Pilot  Charts,  a  vessel  should 
take  to  reach  the  equator  in  February,  deviates  from  the  mean  of  the  six  best  tracks  that  have  been 
actuall3'  made,  nowhere  more  than  75  miles. 

Thus,  we  find  that  the  routes  of  the  tables  have  stood  every  test.  The  time  it  would  take  to  make 
the  passage  by  them  was  computed,  entered  in  the  tables,  and  recommended  to  navigators  for  adoption. 
Shijis  try  the  route,  and  find  the  time  correct. 

The  distance  to  be  sailed  through  the  water,  taking  into  the  account  the  detour  which  a  vessel  under 
canvas  must  make  on  account  of  head  winds,  was  calculated.  Trial  proves  the  tables  surprisingly  forrect 
here  too,  for  navigators  have  kept  their  run  by  the  log,  summed  it  up  at  the  equator,  turned  to  the  com- 
puted distance  to  be  sailed  by  the  new  route  for  that  month,  in  the  tables,  and  found  the  two  agreeing  in 
some  cases  within  ten  miles  of  each  other,  and  seldom  dlflering  in  any  over  a  hundred.  In  a  voyage  of 
4,000  or  5,000  miles,  a  steamer  could  not  run  closer  to  the  actual  distance  than  this. 

But  of  all  the  tests  to  which  these  calculated  routes  were  to  be  subjected,  perhaps  the  severest  one  was 
that  whicli  related  to  the  track  which  the  vessel  should  make  through  the  water — the  path  she  was  to 
follow  over  the  ocean  and  to  make  these  quick  runs. 

;  --  The  winds  had  been  tabulated,  the  currents  had  been  considered,  and  taking  into  account  these  fickle 
elements,  with  such  arguments  as  might  be  legitimately  drawn  from  the  doctrine  of  chances,  the  actual 
course  whicli  a  vessel  under  all  these  influences  would  make  from  day  to  day  on  her  destination  was,  like 
the  path  of  a  comet  through  the  skies,  made  the  subject  of  calculation,  determined  and  announced. 

Now,  when  we  come  to  compare  the  mean  track  which,  for  any  month,  the  vessels  that  have  best 
fulfilled  the  requirements  of  the  new  route  with  the  track  of  the  tables,  we  find  the  two  tracks  identical. 
These  tracks  are  quite  as  close  together  as  would  be  the  tracks  of  the  individual  vessels  of  a  fleet  attempting 
a  vo^^age  of  such  a  length  iu  company. 

Thus,  these  Charts  are  bringing  out  the  fact  that  thei'e  are,  upon  the  broad  ocean,  great  higlivvays  or 
turnpikes,  if  you  please,  almost  as  clearly  marked  out  by  the  winds  and  the  currents,  as  are  the  common 
highways  of  the  eartli,  by  marks  upon  the  land. 

There  is  another  valuable  piece  of  information  which  this  table  of  crossings  affords,  and  it  is  this  : 
that  from  the  line,  in  34°,  it  seldom  takes  more  than  four  days  to  clear  Cape  St.  Eoque;  and,  that  iu  July, 
vessels  are  most  apt  to  Ml  to  leeward,  so  as  to  have  to  cross  the  line  west  of  32°. 

Out  of  the  ten  whose  crossings  we  have  for  that  month,  five  crossed  west  of  32° ;  and  each  one  of  the 
five— though  one  of  them,  the  Robert  Wing,  crossed  in  35°  40'— had  four  days  thence  to  St.  Roque. 


MISTAKES    IN    TIIK    KOUTK   TO   KIO,    ETC.  545 

Tn  January,  there  was  no  difficulty  except  with  the  Simoom,  who  split  the  difference  by  taking  the  old 
route  for  the  first  part  of  the  voyage,  the  new  for  the  lust.  Slic  fell  to  leeward,  crossed  iu  34°  45',  and  was 
a  week  thence  in  clearing  St.  Eoque. 

Neither  in  February  nor  March  was  there  a  single  miscarriage. 

In  April  there  was  one,  the  Hazard.     She  crossed  in  37°,  and  was  eight  days  in  clearing  St.  Ko(£ue. 

In  May,  two  crossed  as  far  as  33° ;  but  iu  two  days  they  both  got  clear  of  St.  Roque,  notwithstanding 
the  fabled  mill-tail  current  around  that  headlaud,  which  needlessly  makes  so  many  navigators  afraid. 

There  is  a  current  there  sometimes  to  the  westward,  but  it  is  not  a  horsing  current,  or  one  which  any 
smart  ship  need  dread  to  encounter. 

In  Juue,  two  also  cross  as  far  as  33°,  but  one  clears  Cape  St.  Eoque  in  two  days;  the  other,  in  live. 
The  latter,  therefore,  had  some  difficulty ;  but  found  it  easily  overcome.  '       :       '     .• 

In  July,  failures  to  cross  as  far  east  as  32°  were  common  ;  but  they  only  caused  the  loss  of  a  day  on 
the  average ;  for  three  da^'s  from  the  old  crossing  to  the  parallel  of  St.  Roque  was  a  fair  passage.  And 
none  of  them  was  more  than  four. 

In  August  and  September  no  failures  occurred. 

In  October,  there  was  one  crossing  in  34°,  and  one  other  west  of  32°,  viz:  in  32°  10'.  And  this  one 
had  more  difficulty  in  weathering  the  cape  than  the  other  had. 

In  November,  five  out  of  twenty-two  fell  on  the  line  west  of  32°,  but  none  of  them  lost  more  than  a 
day  (though  one  crossed  in  34°)  by  it.  One,  the  George  Brown,  crossed  iu  29°,  and  had  five  days  in 
clearing  Cape  St.  Roque.  That  was  a  longer  time  from  the  line  to  this  headland  than  any  other  of  the 
twenty-two.  ■         ■  . 

In  December,  three  had  to  cross  west  of  32°,  and  but  one  of  these  was  delayed  in  consequence;  that 
was  the  Storm ;  though  she  was  a  week  in  getting  round  from  her  crossing,  yet  she  made  the  capital  time 
of  only  twenty-five  days  from  New  York  to  Cape  St.  Roque. 

The  Jenness  had  seventy-seven  days  from  Philadelphia  to  the  line.  Her  case  is  an  exception  to  the 
rule ;  and,  therefore,  I  do  not  include  it  among  the  averages ;  though,  to  adhere  to  the  rule  of  not  selecting, 
I  have  recorded  her  among  the  September  vessels. 

In  viewmg  the  Rio  routes,  w^hich  include  the  routes  of  all  vessels  bound  from  the  Northern  into  or 
tlirough  the  Southern  Atlantic  Ocean,  and  comparing  them,  as  recommended  in  this  work,  with  them  as 
they  formerly  were,  we  find  the  gain,  on  the  average  by  the  new  route  over  the  old,  to  be  for 

January,       3.1  days;  j^Iay,         9.5  days;  September,     4.9  days; 

February,     8.6  June,      12.3  October,         6.3 

March,        16.0  July,       15.0  November,  14.0 

April,         11.3  August,  12.1  December,    13.4 

The  passage  to  the  line  by  the  old  route  the  3'ear  round  was  forty-one  days.  By  the  new  route, 
notwithstanding  the  bad  running  in  September,  it  is  thirty  daj^s. 

A  saving  of  twenty-five  per  cent,  in  time,  for  all  the  men  and  the  commerce  that  pass  that  way,  is 
69 


546  THE  WIND  AND  CURRENT  CHARTS. 

certainly  an  aL-lii(;vemLnit,  wliicli  those  wlio  have  co-operated,  and  worked  together  to  bring  about,  may 
well  contemplate  with  pleasure  and  satisl'aotion.  And  who  are  they?  Sailormcn,  all;  tlie  navigator,  who 
has  assisted  in  the  collection  of  materials,  and  the  bi'other  officer  who  has  so  faithfully  and  patiently  helped 
to  discuss  them  hei'e. 


OF  THE  PASSAGE  AROUND  CAPE  HORN. 

The  force  engaged  upon  the  Charts  at  the  Observatory  has  been  so  much  interrupted,  that  I  have  not 
vet  had  time  to  discuss  the  Cape  Horn  route,  according  to  the  method  used  for  discussing  the  best  routes  to 
the  line.  Pilot  Charts  from  50°  S.  to  62°  S.,  and  from  55°  W.  to  91°  W.,  on  a  scale  of  1°  lat.  2°  long., 
have  been  published  to  aid  navigators  in  their  Cape  Horn  perplexities.  A  careful  study  of  these  Charts  is 
necessary  to  a  proper  knowledge  of  this  passage.  The  first  injunction,  therefore,  in  a  set  of  Sailing  Direc- 
tions for  doubling  Cape  Horn,  is  to  consult,  whenever  the  winds  are  adverse,  the  Cape  Horn  Pilot  Charts. 

Vessels  bound  round  tlie  Cape,  should  lirst,  however,  after  leaving  Cape  St.  Eoqne,  airn,  if  the  winds 
will  let  them,  to  cross  25°  S.  in  about  35°  W.  At  any  rate,  as  far  off  from  the  land  as,  with  a  good  clean 
rapfull,  they  can  withont  going  to  the  east  of  33°  or  o-i°. 

After  passing  the  parallel  of  Cape  Frio,  they  should  make  the  best  of  their  way  south,  aiming  always 
to  pass  inside  of  the  Falkland  Islands,  and,  if  wind  and  daylight  serve,  through  the  Straits  of  Le  Maire. 

The  reason  for  this  recommendation  is  this :  After  crossing  the  parallel  of  Tierra  del  P'uego,  the  diffi- 
culty is  to  get  to  the  westward.  Therefore,  it  is  bettor  to  make  westing  on  this  side,  when  it  is  practicable, 
and  where  the  weather  is  mild,  than  to  put  it  off  for  the  stormy  latitudes,  where  it  is  more  difficult. 

Captain  Smylcy,  who  has  been  engaged  for  many  ycai's  in  tlie  seal  fishery  of  the  South  Seas,  has  fur- 
nished me  with  some  remarks  and  sailing  directions  in  relation  to  this  part  of  the  ocean ;  so  also  have 
Captain  Br3'son,  and  others  ;  navigators  may  find  these  remarks  useful ;  I  therefore  copy  them. 

From  Captain  Leslie  Brt/son,  of  the  Brfij  Daniel,  to  Lieut.  M.  F.  Maury. 

In  compliance  with  your  published  request,  I  avail  myself  of  the  earliest  opportunity  to  forward  to 
you  an  abstract  journal  of  the  brig  Daniel,  formerly  the  United  States  bomb  brig  Hecla,  kept  by  me  on  her 
voyage  from  New  York  to  California,  which  is  but  a  poor  tribute  for  the  manifest  advantage  and  valuable 
knowledge,  imparted  by  the  aid  of  your  truly  useful  and  ingenious  system,  which  I  regard  as  one  of  the 
most  valuable  inventions  of  the  age,  and  doubtless  will  yet  lead  to  results,  far  beyond  its  present  apparent 
purpose,  to  speed  the  voyage. 

Noticing  your  intimation  to  West  India  traders  for  farther  data,  to  complete  your  Wind  and  Current 
Chart  of  the  West  Indies,  I  have  written  a  friend  to  send  you  my  private  journals,  embracing  a  period  of 
about  six  years,  commencing  May,  1838.  These  journals  were  kept  for  the  purpose  of  fixcilitating  a  prac- 
tical knowledge  of  winds,  &c.,  for  \yhich  I  thirsted,  without  the  means  of  obtaining  any  reliable  information, 
except  the  divers  accounts  furnished  by  casual  observers,  which,  like  the  various  sailing  directions  for  Cape 


OK    TIIK    PASSAGE    AKOU.NI)    CAl'K    IIOHX.  Tj-IT 

Horn,  serve  rather  to  distract  the  mind  than  to  assist  the  judgment.  I  was  in  the  constant  hahit  for  several 
years  of  referring  to  these  journals,  willi  tlic  sole  view  of  obtaining  the  very  information  that  your  Charts 
so  plainly  and  beautifully  illustrate.  My  personal  observation,  therefore,  confirms  me  in  the  truth  of  your 
system.  Having  been  kept  solely  for  pi-ivate  use,  you  will  find  many  remarks  in  those  journals  cjuite  irre- 
levant to  your  purpo.se;  nevertheless,  in  3'our  bauds,  I  ti'ust  tlioy  will  be  acceptable.  The  temperature  of 
the  air  and  water  was  only  noted  in  approaching  and  departing;'  IVom  our  coast.  At  different  times,  I  have 
found  a  cold  place  in  the  centre  of  the  gulf,  bearing  about  S.  K.  by  S.  from  Moutauk.  I  do  not  know 
whether  the  remark  is  noted  in  my  ji)uruals,  but  1  am  certain  of  the  fact. 

The  currents  may  not  always  have  been  regularly-  nested,  except  when  unusually  strong.  In  reference 
to  my  present  passage,  I  would  state  that  I  followed  your  directions,  as  near  as  winds  would  ])crmit.  Al- 
though the  vessel  was  deep,  and  sailed  heavy,  I  have  reason  to  thiidv  our  passage  was  thus  materially 
shortened. 

About  the  parallel  of  45°  S.  a  marked  change  in  the  weather  occurred,  followed  by  a  constant  succes- 
sion of  gales.  The  temperature  of  the  sea  had  also  suddenly  fallen  some  G°  below  the  temperature  of  the 
air,  as  indicated  b3'the  thermometer  attached  to  the  barometer  in  the  cabin.  The  difference  of  temperature 
between  the  air  and  the  water  continued  with  little  variation,  until  we  passed  the  cape,  except  a  part  of  the 
lith,  15th,  and  16th  of  February,  when  we  stood  far  enough  eastward  to  bring  Falkland  Islands  in  a  line 
with  Cape  Horn.  At  those  times,  the  temperature  of  the  sea  rose  to  about  the  same  range  as  the  air;  from 
that  circumstance,  in  connection  with  the  N.  E.  current,  I  was  strongly  impressed  with  the  idea  that  a  steady 
cold  stream  set  to  the  northward  and  eastward,  like  the  Gulf  Stream  on  our  coast,  the  elements  being  only 
reversed,  which  would  account  for  the  continual  storms  that  seem  to  prevail  in  that  region. 

The  current  continued  more  or  less  strong  in  proportion  to  the  strength  and  duration  of  the  gales;  but 
varying  more  easterh^  as  we  drew  up  with  the  Horn,  until  we  were  fiirly  past  it,  and  nearly  up  witli  tlie 
latitude  of  Cape  Pilar,  amounting  to  no  less  than  650  miles !  Considering  this  great  drawback  in  connec- 
tion with  the  almost  constant  adverse  gales,  many  of  which  were  so  heavy  that  no  .ship  could  bear  canvas, 
it  seems  highly  important  to  ascertain  the  most  desLi'able  route,  if  possible,  to  avoid  such  serious  dangers 
and  delays.  It  was  my  intention  to  have  doubled  the  cape  close,  and  keep  near  the  land  all  the  way  round. 
But  after  making  Diegos,  the  violence  of  tlie  gale  seemed  to  render  it  a  matter  of  prudence  to  keep  an 
offing;  then  there  was  difficulty  in  making  northing  without  also  making  much  easting.  When  we  finally 
succeeded  in  again  attaining  the  latitude  of  the  Ilorn,  the  gales  were  not  so  furious  but  that  we  coidd  carry 
close-reef  topsails.  The  second  day  after  our  departure  from  Diegos,  the  current  had  set  us  so  far  to  the  E., 
I  could  not  believe  my  chronometer,  and  supposed  I  might  have  inadvertently  stopped  her  10',  which  I 
deducted  in  order  to  make  our  position  where  I  wished  it  to  be.  I  continued  to  work  time  every  day  when 
an  opportunity  offered,  and  seldom  missed  a  day,  considering  the  dreadful  weather.  Arriving  at  Juan 
Fernandez,  I  found  my  chronometer  perfectly  correct,  and  have  since  corrected  the  longitude  for  the  10' 
subtracted.  I  mention  the  above,  to  show  that  you  may  rely  upon  my  oliservations  upon  the  currents,  &e., 
with  more  accuracy  than  is  usually  bestowed  by  merchantmen.     Adverting  to  the  winds  of  Cape  ITorn,  I 


548  THE  WIND  AND  CURRENT  CHARTS. 

would  state  that  I  projectcrl  wind  circles,  like  yours  on  the  margin  of  your  Chart  of  Tracks  for  the  cape. 
The  result  led  me  to  expect  S.  W.  and  N.  W.  as  the  prevailing  winds  for  the  months  of  February  and 
March ;  but  it  was  our  hard  fate  to  find  them  from  W.  S.  W.  to  W.  N.  "W.  per  compass.  I  contemplate  making 
the  voyage  round  via  China.  If  so,  shall  continue  the  abstract,  with  such  remarks  on  the  movement  of  the 
elements  and  natural  phenomena  as  may  come  within  the  range  of  my  observation. 

From  Cajitain  SmyJey  In  the  mine. 

In  looking  over  your  valuable  SailiiKj  Directions  and  Charts,  which  I  consider  the  best  guides  ever 
given  to  the  navigator  in  pointing  out  the  means  of  shortening  the  passage  to  his  port,  as  well  as  shunning 
the  calms,  which  has  caused  so  much  detention  in  vessels  crossing  the  line,  and  also  of  the  advantages  taken 
by  standing  more  to  the  westward,  and  passing  nearer  Cape  St.  Eoquc.  I  have  tried  both  routes  to  my 
own  satisfaction,  and  am  well  satisfied  on  my  own  part  that  the  western  route  is  far  the  best,  and  have  for 
several  years  recommended  it  to  be  taken,  and  I  am  happy  to  say  I  have  been  since  told  by  many  that  it  is 
the  most  preferable. 

I  sailed  from  Newport,  E.  I.,  July  3,  183G,  in  the  schooner  Sailor's  Eeturn — myself  master — bound  to 
the  Falkland  Islands  and  Sovtth  Shetlands.  The  schooner  Geneva,  Captain  A.  Padack,  my  consort,  sailed 
the  same  day,  and  kept  company  with  me  until  we  arrived  in  the  latitude  of  4°  N.  and  25°  W.  The  winds 
were  light  and  baflling,  from  S.  W.  to  S.  S.  W.  for  one  or  two  days.  I  stood  to  the  westward,  but  he  began 
to  worry  for  fear  of  falling  to  the  leeward.  I  left  him,  giving  him  instructions  to  proceed  with  all  possible 
dispatch,  and  meet  me  at  the  Falkland  Islands;  we  were  then  in  i°  1(3'  N".,  and  26°  W.,  wind  S.  S.  W. 
The  Geneva  stood  on  her  eastern  tack,  /  to  the  westward,  and  arrived  at  the  Falkland  Islands  twenty-one 
days  before  her.  - 

On  examining  our  journal,  I  found  I  gained  thirteen  days  of  the  time  between  4°  N".  and  8°  S.,  by 
nothing  but  his  being  afraid  of  falling  to  leeward  ;  whilst  I  could  lay  the  land  along,  he  was  eontimtally 
tacking  about;  and  as  for  a  current,  I  tried  several  times,  and  found  but  very  little  setting  N.  "W.  There 
was  the  schooner  Ann  Iloward,  of  New  London,  had  the  same  passage  as  the  Geneva,  and  took  the  same 
route ;  she  had  eighty-one  days  to  the  coast  of  Patagonia,  and  eighty -three  to  Port  Desire,  latitude  47°  45' 
S. ;  longitude  65°  54'  W.  The  A.  H.  sailed  within  one  day  of  the  Geneva,  and  arrived  within  two  days 
of  her,  giving  me  twenty  days  ahead  of  one,  and  twenty-three  ahead  of  the  other. 

Sailor's  Eeturn,  a  second  voyage,  sailed  22d  August,  1838 ;  and  in  thirty  days  was  cast  away  at  Cape 
St.  Eoque,  standing  along  shore  on  the  off-shore  tack,  having  made  the  land  that  morning.  T  was  bound 
in,  to  Eio  Grande,  north,  to  repair  my  sheathing,  which  had  started  off  the  bottom.  I  crossed  the  line  in 
35°  40' ;  I  found  no  trouble  in  getting  up  the  coast,  until  I  struck  on  the  reef  at  Cape  St.  Eoque. 

I  found  the  tides  tolerably  regular  at  the  cape  during  the  two  days  I  was  on  shore,  and  the  pilots  .say 
the  currents  are  trifling  on  the  coast  from  St.  Eoque  to  St.  Augustine,  when  you  are  in  more  than  forty 
fathoms  water ;  and  I  believe  it  is. true,  for  I  have  tried  it  since,  and  found  very  little,  if  any. 

Schooner  Benjamin  De  Wolf,  W.   H.   Smyley,  master,  sailed  from  Newport,  E.  L,  for  the  Falkland 


OF  THE  PASSAGE  ABOUND  CAPE   HORN.  549' 

Islands,  2d  of  April,  1839.  Having  a  sharp  vessel,  and  every  confidence  in  my  own  mind  of  the  western 
route,  I  determined  to  steer  mj'  course  as  if  bound  to  Fernando  de  Noronha,  and  to  pay  no  attention  cither 
to  winds,  weather,  or  currents,  no  more  than  if  such  were  not  to  be  found  on  the  route.  I  found  no  calms, 
and  but  little  rain.  1  passed  inside  of  Fernando  do  Noronlia,  distant  twelve  or  fifteen  miles,  and  passed 
Olinda  in  twenty-one  days  and  eight  hours  ;  and  from  St.  Augustine  to  Port  Fgmont,  I  had  but  twenty  day.g 
— making  but  forty-one  days  and  eight  hours  passage  to  the  Falklauds. 

Schooner  Benjamin  de  Wolf,  second  voyage,  W.  H.  Smyley,  master,  sailed  fi-orn  Newport,  R.  I.,  28th 
May,  1840,  for  Patagonia,  and  arrived  at  Eio  Negro,  latitude  41°  4'  S.,  longitude  02°  49'  \\'.,  in  forty-one 
days,  passing  about  fifty -five  miles  east  of  Fernando  de  Noronha,  and  crossing  the  line  in  3G°  15'.  I  found 
the  wind  from  N.  W.  to  S.  W.,  more  than  from  any  other  quarter,  from  the  line  to  St.  Ilocj^ue.  The  current 
I  had  no  opportunity  to  trj-,  but  am  sure  it  is  more  governed  by  the  wind  than  anything  else,  but  far  less 
than  people  in  general  suppose. 

Schooner  Ohio,  W.  II.  Smyley,  master,  from  Newport,  R.  I.,  to  Rio  Negro,  Patagonia,  sailed  Sep- 
tember 29,  1842,  in  com})any  with  the  Sarah  Ann,  Gough,  master — consort  to  the  Ohio  ;  kept  company- 
until  in  16°  north  and  40°  west.  Captain  Gough,  as  well  as  Padack,  wished  to  cross  the  line  well  to 
eastward,  and  although  they  were  both  under  my  instructions  and  control,  I  permitted  them  to  have  their 
choice.  After  leaving  Captain  Gough,  I  steered  for  Fernando  de  Noronha,  as  before,  but  kept  on  until  I 
found  myself  in  siglit  of  Cape  St.  Roque,  passing  inside  of  the  Rocas,  ten  miles,  and  by  making  a  short 
tack  off  Mernanguajsa,  passed  Pcrnambuco,  distant  about  eight  miles,  being  then  out  thirty  days.  I  stoj:)ped 
three  days  at  San  Francisco,  and  three  at  Isapacaray,  making  my  passage  to  Rio  Negro  in  sixty  days  in- 
cluding stoppages. 

The  Sarah  Ann  made  no  stoppages  and  came  in  ten  days  after  me,  making  my  passage  sixteen  days 
shorter  than  hers,  exclusive  of  being  embayed  two  days.  I  found  by  overhauling  their  journal  and  log 
that  they  kept  well  to  the  eastward  in  that  old  heakn  turnpike  of  former  navigators,  crossing  in  from  24°  to 
25°  W.,  and  that  most  of  my  gaining  was  from  about  4°  N.  to  8°  S.,  which  convinced  me  of  the  advantages 
of  the  western  route. 

Schooner  Ohio,  first  voyage,  W.  II.  Smyley,  master,  sailed  from  Newport,  R.  I.,  July  14,  1841— 
making  my  passage  in  fifty  days,  including  two  days'  stoppage  at  the  Brazils  for  recruits.  I  passed  so  close 
to  the  Rocas,  and  not  being  able  to  get  good  observations,  owing  to  the  weather,  that  I  am  not  sure  which 
side  I  went  on. 

On  my  arrival  in  the  Brazils,  I  tried  my  chronometer  by  artificial  horizon,  and  found  it  correct.  It 
was  in  the  daytime,  and  I  kept  a  good  look  out  for  them,  until  I  was  sure  I  was  to  the  south  of  them. 
This  voyage  I  had  no  consort;  I  found  but  little  current  setting  W.  N.  W.;  this  was  near  the  Rocas, 
perhaps  one  degree,  or  a  little  more,  north  of  them. 

There  is  another  thing  still  more  remarkable ;  although  you  have  more  wind  near  the  land,  yet  the  sea 
is  much  smoother  than  it  is  further  to  the  eastward.  The  natives  who  fish  on  the  catamarans  along  the 
coast,  have  repeatedly  told  me  that  tlie  current  was  but  trifling;  you  will  often  see  two  of  these  catamarans 


550 


THE  WIND  AND  CURRENT  CHARTS. 


at  .indior,  tailing  in  diiTerent  directions,  but  generally  with  tlie  wind.     If  tlie  current  about  Cape  St.  Roque 
was  as  strong  as  persons  in  general  imagine  it  to  be,  the  clumpdjuilt  coasters  would  not  be  able  to  make 

headway,  and  beat  from up  to  Pernambuco,  at  all  seasons  of  the  year,  as  they  do. 

Schooner  Catharine,  of  Newiiort,  W.  II.  Smyley,  master,  bound  to  Patagonia.  I  left  Newport,  Sep- 
tember 10,  184.'.,  and  stood  to  sea,  with  the  intention  of  taking  my  old  route,  that  is,  to  steer  for  Fernando 
de  Noronha,  or  nearly  that  course,  so  as  to  pass  east  of  the  Bermudas,  but  the  wind  prevailing  more  to  the 
south,  gave  me  a  chance  to  keep  well  to  the  eastward.  I  stood  boldly  on ;  but  had  the  wind  light,  with 
lieavy  rain  squalls,  and  much  thunder  and  lightning;  crossed  the  line  in  23°  32',  making  little  headway, 
having  light  airs  and  a  very  irregular  sea.  Although  I  found  so  much  rain  and  light  winds,  the  sea  did  not 
seem  to  flill  in  the  least,  causing  the  vessel  to  thresh  heavily,  and  be  very  uneasy.  I  spoke  a  brig,  which 
had  been  eight  days  longer  than  myself  in  these  rainy  regions,  and  off  Pernambuco  I  spoke  one  which  had 
been  ten  days  less,  being  to  the  westward  of  me.  I  was  forty-five  days  to  Olinda,  and  twenty  days  from 
there  to  Rio  Negro,  Patagonia ;  and  I  fully  believe,  if  I  had  taken  the  western  route,  I  should  have  made 
a  very  short  passage,  as  the  vessel  sailed  very  fast,  was  in  good  trim,  and  well  manned. 

Pilot-boat  John  E.  Davidson,  W.  II.  Smyley,  master,  from  New  York,  towards  coast  of  Patagonia, 
sailed  July  5, 1849. 

Jidy  6.     -     -     The  Ilook  and  Light-house  in  siwht. 

7.  -     -     Wind  W.  S.  W.  Latitude  3S°  43'  N.  Longitude  none.         True  Longitude. 

8.  -     -     Wind  light  S.  E.  "         38     31 

9.  -  -  "  S.  S.  E.  and  S.  E.  "  38  14 
10.  -  -  "  S.  S.  E.  and  calm  "  38  03 
11-     -     -      "       Calm.  "         38     00 

12.  -     -       "       North.  "         35     07 

13.  -     -       "       S.  W.  and  calm  "         35     04 

14.  -     -      "       South  "         34     48 

15.  -     -      "       South  "         34     29  "  61     23  47     40 
1<3.     -     -      "       Variable                     "         33     38 


Longi 

tud 

e  none. 

u 

none. 

a 

none. 

(1 

none. 

a 

none. 
6(3°  53' 

a 

65  02 

u 

63  32 

11 

61  23 

u 

GO  52* 

*  NoTE.-Tlio  above  is  taUei,  fi-oi,i  tlio  lo--book  of  tlio  mate:  tlie  wiii.Is  aii.l  latitudes  are  put  down  correotly.  but  the  longiturle  is 
13°  15'  out  of  the  way.  I  merely  put  down  this  to  show  you  liow  erroneous  some  persons  will  be.  I  gave  him  his  longitude  on  the  ItJth, 
when  I  spoke  a  vessel  whose  longitude  agreed  with  mine  within  four  miles,  but,  in  crossing  the  lino,  he  was  almost  as  far  out  again.  I 
crossed  the  line  in  31°  15'  on  the  5th  of  August,  and  on  the  7th  passe.l  ten  miles  west  of  Fernando  de  Noronha,  the  weather  clear,  the 
Island  plainly  in  sight.  On  the  9th,  passed  Pernambuco  ;  I  found  no  trouble  in  getting  to  the  southward.  It  was  my  intention  to  have 
.stopped  at  Pernambuco,  for  the  purpose  of  landing  some  of  my  crew,  who  had  mutinied  on  the  passage,  nearly  killing  my  mate,  and 
shooting  me  with  a  pistol.  Their  attcmiit  to  take  the  vessel  left  me  without  a  sufficient  number  of  men  to  work  her,  which  caused  my 
passage  to  be  much  longer  than  it  otherwise  would  have  been.  I  kept  but  little  reckoning  afterwards,  and  that  mostly  in  my  head,  for 
fear  of  another  mutiny,  for  the  crew  shipped  in  New  York  for  the  purpose  of  taking  the  vessel,  and  nearly  succeeded  in  doing  so.  The 
weather  being  squally  off  Pernambuco,  I  kept  on  for  St.  Catharine's,  and  arrived  tliere  on  the  li2d  of  .August;  on  the  23d  or  24th  gave 
my  men  up  to  the  U.  S.  Co.isul ;  on  the  7th  of  (September  got  under  way  from  St.  Cafharine-s ;  and  on  the  KUh  anchored  on  the  bar  off 
Kio  Negro,  Patagonia. 

Giving  me  30  days  to  the  line. 

47  days  to  St.  Catharine's. 

5()  days  to  Rio  Negro. 


3ays. 

Hours 

27 

4 

2(5 

•M 

U 

39 

i(> 

OF    THE    PASSAGE    AKOLNJJ    CAl'E    lIoUN.  551 

Homcwanl  ]).issagcs  in  the  above-mentioned  vessels, 

Sailor's  Keturn,  from  Rio  G ranch;  North  to  Newport         .         .         .  . 

Benjamin  DeWolf"  first  voyage,  ari-ived  from  Morca  Mcrnanguapa    - 

"  "  second  voyage,  arrived  in  March  from  Morea  Mernanguapa 

Ohio,  from  Rio  de  Janeiro  to  New  York  ...... 

John  E.  Davidson,  Rio  Negro  to  New  York 

In  these  five  passages,  after  passing  Cape  St.  Roque,  I  have  kept  "good  full;"  and  always  louud,  as 
I  neared  the  West  India  Islands,  that  the  wind  haided  favorably,  and  the  weather  became  less  sexually. 

Mernanguapa  is  a  small  port  near  Parahiba. — See  Chart. 

There  are  few  portions  of  the  continent  of  America  less  known  than  from  the  Rio  de  la  Plata  to  Capo 
Horn,  and  none  of  more  importance.  The  whole  of  that  portion  of  country,  except  part  of  Belgranna  and 
Rio  Negro,  being  inhabited  only  by  Indians.  It  has  been  the  custom  of  vessels  bound  to  the  Pacific,  after 
passing  the  La  Plata,  to  go  to  the  eastward  of  the  Falkland  Islands;  some  wishing  to  avoid  running  by  La 
Agle  shoal,  others  fearing  to  get  jammed  on  the  coast  of  Patagonia.  This  should  no  longer  be  an  excuse; 
for  the  first  does  not  exist,  and  of  the  latter  there  is  no  danger.  I  have  cruised  for  the  above-mentioned 
shoal  several  times,  taking  a  good  dejiarture  from  the  JasaTLS  and  from  New  Island  in  the  Falklands,  and 
crossed  to  Cape  Virginis  and  back  in  the  long  summer  days,  seeing  no  signs  of  it.  In  1842,  I  left  East 
Harbor,  Staten  Land,  with  my  consort  in  company,  and  steered  for  the  shoal,  keeping  about  eight  miles 
apart;  the  weather  was  clear.  I  kept  men  at  the  mastheads,  and  saw  nothing  of  it.  My  observations  were 
to  be  relied  upon ;  for  I  had  on  board  three  chronometers,  -which  had  been  -well  proved  at  Cape  St.  John. 
I  kept  on  for  Rio  Negro,  and  cm  my  arrival,  again  tried  mj-  chronometers,  and  found  them  correct.  I  am 
well  aware  that  no  such  shoal  exists.  I  have  since  then  tried  to  find  it  with  the  schooner,  but  without  suc- 
cess. The  Beagle  and  Adventure,  and  Captain  Sullivan  of  the  Navy,  have  also  hunted  for  this  shoal  with- 
out finding  it. 

As  for  a  vessel  getting  blown  on  shore  on  the  coast  of  Patagonia  by  N.  E.  gales,  it  is  out  of  the  ques- 
tion. I  have  spent  twenty--two  j'ears  of  my  life  mostly  from  South  Shctlands  to  the  River  La  Plata,  and 
once  I  remained  six  years  without  coining  north  of  41°  S.,  and  I  cannot  say  that  I  ever  knew,  during  that 
time,  the  wind  to  blow  heavily  directly  on  shore  for  twelve  hours.  Mj-  voyages  being  principially  made  for 
sealing  or  whaling,  caused  me  to  keep  close  into  the  coast,  whereby  I  had  the  best  opportunities  for  observ- 
ing the  weather,  currents,  tides,  &c. ;  in  fact,  my  voyages  depended  jjartly  on  these,  and  it  stood  me  in  hand 
to  make  myself  acquainted  with  them. 

I  have  always  found  that  the  sooner  I  got  to  the  westward,  after  crossing  the  line,  the  better.  I  always 
try  to  make  the  Peninsula  of  St.  Joseph's,  between  New  Bay  and  Port  Valdez.  The  land  is  high,  steep, 
clay  cliffs,  flat  on  top.  Then,  I  endeavor  to  keep  near  enough  to  see  the  land  until  I  get  well  to  the  south, 
so  as  to  pass  close  by  Staten  Land ;  by  doing  this,  I  have  smooth  water,  winds  from  N.  W.  to  W.  N.  "W"., 
and  pleasant  weather;  while  another  vessel  will  have  the  wind  from  W.  N.  W.,  and  S.  W.  olf  the  Falkland 
Islands,  and  on  the  south  side  of  the  islands  the  wind  will  be  from  S.  W.  to  S.     This  I  have  proved  by 


552  .     THK   WIND   AND   CUKRENT   CHARTS. 

liaving  left  men  on  the  Jasans  and  tlie  Bnslicnes  (these  being  the  extremes  of  the  ishmJs,  both  seabng 
grounds),  and  requiring  them  to  keep  a  journal  of  wind  and  weatlier.     I  found  the  wind  to  prevail  much 

more  from   the  S.  W.  and  S.  S.  W.,  about  one-third  or  one-half  way  between  Cape  Horn  and  , 

and  beyond  that  distance  it  drew  more  to  the  westward,  and  even  to  the  northward  of  west.  It  was  a 
common  thing,  while  at  anchor  under  Diego  Eamirez,  or  sealing  on  shore,  to  see  a  vessel  pass  in  shore  of 
the  island  heading  up  two  points  higher  than  another  vessel  off  shore  of  them;  and  I  have  often  started  to 
go  in  to  anchor,  heading  well  up  for  the  place  I  wanted  to  come  to  at,  and  found,  as  I  drew  in  shore,  the 
wind  gradually  headed  me  off.  When  bound  to  Shetlands  from  the  cape,  or  from  Staten  Land  (Shetland 
is  our  rendezvous,  on  account  of  getting  wood  there  to  last  until  our  return),  we  always  find,  after  passing 
the  latitude  (30°  S.,  the  weather  much  milder,  fewer  blows,  but  more  fog.  The  currents  as  well  as  the  winds 
are  generally  the  reverse  of  what  they  are  off  Cape  Horn.  The  prevailing  wind  at  Shetland  is  N.  E.,  while 
in  the  track  generally  taken  by  vessels,  it  is  S.  W.  The  current  is  similar,  for  it  seems  more  like  a  gulf 
stream  than  a  common  current  following  the  direction  of  the  wind.  ■_  '      ■ 

No  navigator  should  be  afraid  to  approach  the  coast.  Soundings  are  found  far  out;  the  water  is  much 
discolored,  as  the  land  is  neared ;  and  we  have  another  sign,  which  seldom  fails  in  the  daytime,  /.  e.  the 
small  gulls,  which  will  always  be  found  in  forty  or  fifty  miles  of  the  coast,  making  their  presence  known 
by  the  noise  they  make  as  soon  as  a  vessel  is  perceived.     This  seldom  fixils  to  be  the  case. 

The  navigator  should  not  be  backward  in  tacking  as  soon  as  he  finds  himself  getting  offshore,  for  the 
wind  will  often  lead  him  along  for  two  or  three  points,  and  then  favor  him  for  a  short  distance  again,  by 
which  means  vessels  often  get  so  far  to  the  eastward  as  to  lose  much  time.  I  would  always  recommend  a 
ship  to  tack  in  shore,  even  if  she  could  make  no  better  than  a  W.  N.  W.  course,  in  preference  to  going  to 
the  eastward;  fijr  by  keeping  well  in,  she  will  have  smooth  w'ater,  clear  weather,  and  wind  more  off  shore. 
While,  on  the  other  hand,  when  she  nears  the  Falklands,  she  would  begin  to  have  fogs,  rain,  and  sleet;  and 
south  of  the  islands  the  rain  becomes  hail-stones  and  snow.  A  short  distance  in  these  latitudes  makes  a 
great  difference  in  wind,  weather,  and  tides. 

For  comparison,  take  Santa  Cruz  harbor,  on  the  coast  of  Patagonia,  latitude  50°  8'  S. ;  longitude  68° 
21'  W. ;  tide  in  spring,  forty-eight  feet.  The  Jasan  Island,  belonging  to  the  Falklands,  latitude  51°  S., 
longitude  61°  20'  W.;  tide  but  sLx  feet.  Here  is  a  great  difference  in  7°  of  longitude,  about  260  true  miles. 
This  will  show  the  extraordinary  difference  made  in  tides  by  a  short  distance,  and  the  weather  in  propor- 
tion to  the  tides ;  on  the  one  it  is  seldom  known  to  rain,  at  the  other  it  rains  half  the  time.  At  the  Straits 
of  Magellan,  in  a  similar  way;  it  seldom  rains  at  the  eastern  entrance,  and  at  the  western  it  seldom  stops  ; 
but  this  is  owing  more  to  the  mountains  leading  from  Cape  Forward  along  the  straits,  and  from  thence  to 
Cape  Tres  Montes,  or  Chili. 

Hereabouts,  we  have  but  little  thunder  and  lightning,  but  one  may  be  on  a  hill  above  the  rain,  while 
those  below  have  a  lieavy  storm ;  I  have  seen  this  occur  on  Staten  Land,  also  on  Juan  Fernandez  and 
Massafuera. 


OF   TlIK   I'ASSAGK   AROUND   CAPE    IJOKN.  553 

Temperature  in  liigli  soutliern  latitudes  differs  greatly  from  temperature  in  iiortlierii ;  in  soullieru  lati- 
tudes there  seems  to  be  uo  extremes  of  heat  and  cold  as  at  the  north. 

Newport,  for  instance,  latitude  41°  N.,  longitude  71°  W.,  and  liio  Negro,  latitude  -11°  S.,  longitude 
63°  W.,  as  a  comparison. 

In  the  former,  the  cattle  have  to  be  salted  and  fed  during  the  winter,  not  being  able  to  get  along  in  the 
fields  on  account  of  snow  and  ice. 

In  tlie  latter,  the  cattle  feed  in  the  fields  all  the  winter,  there  being  plenty  of  vegetation,  and  uo  use 
for  hay. 

On  the  Falkland  Islands,  thousands  of  bullocks,  sheep,  and  horses,  are  running  wild  in  the  country, 
getting  a  living  all  through  the  winter.     This  could  not  be  in  similar  northern  latitudes. 

On  the  other  hand,  in  the  latitude  of  50°  to  51°  N.,  rye,  barley,  wheat,  &c.,  can  be  raised  during  the 
summer,  but  in  south  latitude  there  is  not  sufBieient  heat  in  the  summer  to  bring  such  things  to  maturity, 
for,  even  in  the  depth  of  summer,  you  would  be  liable  to  snow  squalls.  After  passing  the  latitude  of  -±0° 
S.,  the  summer  is  not  so  warm,  and  the  winter  not  so  cold,  as  in  northern  latitudes. 

You  can  see,  by  reference  to  the  book  published  by  Commodore  Wilkes,  that  the  extreme  cold  had 
but  in  one  instance  been  as  low  as  5°  below  zero.  This  I  ascertained  from  a  self-regulating  thermometer, 
in  latitude  63°,  and  gave  him.  Since  that  time,  it  has  never  been  so  low.  The  heat  I  could  not  ascertain, 
as  the  index  in  the  tube  shifted  while  I  was  lifting  the  instrument  uji.  I  tried  to  procure  one  sometime 
ago  in  New  York,  but  could  not  find  one.  I  intended  to  have  placed  it  in  a  much  higher  latitude,  as  very 
little  is  known  about  either  extreme  of  temperature  on  the  land.  For  instanee,  many  suppose  that 
Palmer's  Land  is  a  continent,  and  connects  with  the  land  laid  down  by  Wilkes ;  however,  this  is  not  the 
case,  for  I  have  sailed  round  Palmer's  Land  and  for  south  of  it.         *         *■»*•»** 

Owing  partly  to  negligence  and  partly  to  disasters,  I  have  no  logs  or  books  which  will  be  of  use  to 
you.  But  I  will  try  this  cruise  to  send  you  some ;  and  if  you  know  of  anything  particular  from  the 
La  Plata,  to  as  far  as  70°  S.,  I  may  be  able  to  give  you  some  information,  for  to  that  place  I  have  given 
most  of  my  attention,  as  my  business  has  been  there  during  the  greater  part  of  the  time. 

While  I  was  at  this  book,  it  occurred  to  me  to  send  some  leaves  out  of  a  scratch  book,  which  might  be 
of  some  use  in  showing  tides,  harbors,  &c.,  so  I  tore  them  out  and  send  them  to  you.  I  have  done  this 
very  hastily  and  in  a  most  bungling  manner,  but  I  did  not  know  that  I  would  have  to  go  away  so  soon 
and  would  not  be  able  to  finish.     So  I  have  driven  ahead  and  done  what  I  could. 

K  you  choose,  I  will  distribute  those  Charts  to  men  who  I  know  will  take  care  to  return  the  journal  to 
you,  on  their  return  home,  for  I  consider  them  to  be  a  benefit  to  all  seafaring  men. 

I  will  wTitc  you  again  before  I  leave.'- ;  •  ■ 

The  opinions  expressed  by  these  two  navigators — Captains  Bryson  and  Smyley — as  to  the  passage  to 
the  line,  and  the  Cape  Horn  Route,  are  fully  confirmed  by  the  Pilot  Charts;  and  though  sometimes  a 
vessel,  by  going  to  the  east  of  the  Falkland  Islands,  may  have  good  luck,  fine  ^Yeather,  good  winds,  and  a 
70 


554  THE  WIND  AND  CUREENT  CHARTS. 

short  passage,  it  sliould  be  considered  as  tlie  exception,  but  by  no  means  as  the  rule.  The  combined 
experience  of  all  the  Cape  Horn  navigators,  whose  journals  have  been  consulted  during  the  progress  of  my 
investigations,  is  against  the  eastern,  and  in  favor  of  the  western,  or  in-shore  passage,  as  a  general  rule. 

I  find  in  the  abstract  log  of  the  ship  Defiance  (Robt.  McCerran),  the  following  excellent  remarks, 
concerning  this  pas.sage  : — 

September  26,  1852.  At  i  hours  30  rnin.  A.  M.  hove  to  for  daylight.  At  8  hours  30  min.  A.  M. 
entered  the  Straits  of  Le  Maire  ;  wind  at  N.  N.  E.  At  10  A.  M.  Cape  St.  Diego  bore  west  per  compass, 
and  Staten  Land  S.  E.,  entirely  covered  with  snow.  At  11  hoiirs  30  min.  clear  of  the  strait.  I  am  sur- 
prised that  this  strait  is  not  passed  by  all  ships  in  preference  to  passing  east  of  Staten  Land ;  Le  Maire 
being  free  from  shoals,  and  11  miles  wide.  An  experience  of  21  years  command  in  the  Liverpool  trade 
convinces  me  that  the  passage  between  Tuskar  and  the  Smalls  are  trebl}^  dangerous,  and  I  can  see  no 
difficulty  in  this  passage  that  is  not  much  greater  in  the  navigation  of  the  Irish  Channel,  either  north  or 
south  about. 

I  should  certainly  beat  through  in  preference  to  going  within  3  miles  of  the  land.  I  have  no  doubt 
that  an  eddy  from  eastward — I  found  a  current  close  in  shore  setting  S.  W.,  and  by  keeping  the  current 
from  the  S.  W. — must  prevail  under  any  circumstances.  Good  Success  Bay  affords  easy  access  and  good 
anchorage.  It  may  be  said  that  heavy  gales  ahead,  and  thick  weather,  make  the  passage  dangerous.  In 
answer  I  say,  that  it  cannot  blow  harder  than  it  does  in  the  Irish  Channel,  and  the  fog  cannot  be  so 
dense  as  it  is  on  the  coast  of  Ireland,  as  the  water  is  deeper  and  the  air  colder  in  Le  Maire.  Besides,  the 
number  of  vessels  on  the  Irish  coast  increases  the  danger  by  the  chance  of  collision,  and  there  is  no  other 
passage  to  approach. 

Sh'ii)  Defiance  (Robert  McCerran),  bound  from  New  York  to  San  Francisco. 

Aug.  3,  1852.  Lat.  6°  11'  S.;  long.  34°  39'  W.  Current,  31  miles,  S.  AV.  I  S.  Barometer,  80.00; 
temperature  of  air,  78° ;  of  water,  80°.  Winds:  S.  S.  E.,  S.  E.,  S.  by  E.  Made  the  land  60  miles  south 
of  St.  Roque ;  too  far  E.,  15  miles.  I  am  satisfied  that  tlie  Sailing  Directions  of  Lieut.  Maury  have  thus 
far  shortened  my  passage,  and  this  abstract  proves  that ;  though  I  was  forced  as  far  W.  as  10°  30',  when 
in  11°  30'  N.,  yet,  by  watching  chances,  I  was  enabled  to  cross  the  line  in  31°  55'  AV.  without  making 
northing  over  30  miles ;  and  though  under  anxiety  on  account  of  the  bugbear  of  westerly  current,  I  did 
not  find  it  but  one  day,  and  generally  on  the  current  track  I  found  a  S.  E  set. 

Sept.  29.  Lat.  56°  11'  S.;  long.  71°  01'  W.  Barometer,  29.8;  temperature  of  air,  41°;  of  water, 
44°.     Winds :  W.  by  S.,  W.  S.  AY.,  W.     Fresh  gales  and  squally,  with  heavy  sea. 

Sept.  30.  Lat.  56°  11'  S. ;  long.  71°  26'  W.  Barometer,  29.7  ;  temperature  of  air,  42°  ;  of  water, 
44°.     Winds  :  W.  by  N.,  AY.,  W.  by  S.     Fresh  gales  and  head  sea. 

Oct.  1.  Lat.  56°  51'  S. ;  long.  72°  58'  W.  Barometer,  29.2  ;  temperature  of  air,  40°  ;  of  water,  42°  ; 
Winds :  AY.,  A¥.  S.  AY.,  AY.  N.  AY.     Strong  gales  and  heavy  sea. 

Oct.  2.  Lat.  56°  35'  S. ;  long.  73°  15'  W.  Barometer,  29.00  ;  temperature  of  air,  39°  ;  of  water,  42°. 
Winds :  W.,  W.  S.  AY.,  S.  AY.     Strong  gales,  rain,  hail,  and  snow. 


OF  THE    PASSAGE  AROUND  CAPE  nOKX.  555 

Oct.  3.  Lat.  56°  34'  S. ;  long.  72°  42'  W.  Barometer,  28.8  ;  temperature  of  air,  39°  ;  of  water,  42°. 
Winds :  W.  S.  W.,  W.,  W.  S.  W.     Strong  gale.s,  rain,  liail,  ami  snow. 

Oct.  4.  Lat.  5(5°  39'  S. ;  long.  72°  48'  W.  Barometer,  28.G  ;  temperature  of  air,  40° ;  of  water,  41°. 
Winds :  S.  W.,  W.,  S.  W.     Strong  gales  and  heavy  sea. 

Oct.  5.  Lat.  oG°  19'  S. ;  long.  73°  01'  W.  Barometer,  29.0  ;  temperature  of  air,  41° ;  of  water,  41°. 
Winds :  W.,  W.  S.  W.,  W.  by  S.     Fresh  gales,  sea  subsiding. 

Oct.  6.  Lat.  56°  51'  S. ;  long.  73°  25'  W.  Barometer,  29.7  ;  temperature  of  air,  43° ;  of  water,  42°. 
Winds :  W.,  W.  by  S.,  W.     Fresh  gales  and  heavy  sea. 

Oct.  7.  Lat.  56°  34'  S.;  long.  76°  29'  W.  Barometer,  29.5;  temperature  of  air,  41°;  of  water,  42°. 
Winds :  W.  by  N.,  W.,  N.  W.,  N.  W.  by  W.     Fresh  gales,  long  rolling  swell. 

Oct.  8.  Lat.  57°  05'  S. ;  long.  78°  17'  W.  Barometer,  29.6  ;  temperatureof  air,  42°  ;  of  water,  42°. 
Wind :  N.  W.  throughout.     Fresh  gales,  rain  and  hail. 

During  the  above  ten  days,  from  close  reefs  to  top-gallant  sails ;  tacking  as  occasion  required,  yet  not 
so  bad  as  a  \\-iuter  passage  from  Liverpool  to  Now  York. 

Capt.  Young,  of  the  ship  Venice,  of  Pliiladelphia,  iu  his  admirably  kept  abstract,  makes  also  some 
judicious  remarks  upon  the  subject  of  the  Cape  Horn  passage. 

Capt.  Young's  log  is  deserving  of  special  notice  also,  for  the  very  excellent  use  he  makes  of  the  baro- 
meter. 

Ilis  remark  that  the  indications  of  the  barometer  will  show  when  the  navigator  enter.s,  and  when  he 
quits  the  trades,  is  perfectly  philosophical. 

In  the  calms,  both  of  Cancer  and  Capricorn,  the  barometer  ought  to  stand  higher- — say  one-tenth  of  an 
inch  (0.1)  on  the  average — than  it  does  either  in  the  "  variables''  on  the  polar  side  of  these  belts,  or  in  the 
"  trades"  on  the  equatorial  side  of  them. 

In  the  belt  of  the  equatorial  calms,  it  also  ought  to  stand,  on  the  average,  a  little  lower  than  it  does  in 
the  IST.  E.  or  S.  E.  trades  on  either  side  of  those  calms. 

The  close  attention  which  Capt.  Young  gives  his  barometer,  will,  as  a  general  rule,  enable  navigators 
in  most  cases  to  tell  whether  they  have  crossed  the  calms  or  the  trade-wind  belts,  or  not. 

See  also  the  log  of  the  Great  Britain,  for  Capt.  Caldwell's  remarks  on  his  barometer  during  his  Capo 
Horn  passage. 

Shi2}  Voiice  (John  II.  Young),  of  Philadelphia,  New  York  to  Calilornla. 

Jan.  29,  1850.  No  observations.  Barometer,  29.4;  temperature  of  air,  59°;  of  water,  68°.  Winds: 
S.  S.  W.,  S.  W.,  W.  N.  W.  Discharged  pilot  at  3  hours  30  min.  P.  M.  At  6  P.  M.  Ncvcrsink  Lights  bore  W. 
I  have  determined,  during  the  coming  voyage,  to  keep  the  abstract  log  of  Lieut,  ilaury,  and  thereby  add 
my  mite  to  tlie  cause  of  science,  in  the  hope  that  the  day  is  not  far  distant  when  navigation  shall  be  so 
simplified  and  reduced  to  "fixed  principles,"  that  all  uncertainty  may  be  removed.     First  and  middle  part, 


556'  THE  WIND  AND  CURRENT  CHARTS. 

variable  and  baffling;  latter,  fine  breezes.     Strong  rippling,  which  I  jndge  to  be  the  connter  current  of  the 
stream.  ^  -  •       - 

Jan.  30.  Lat.  87°  50' N.;  long.  68°  12'  W.  Current,  one  and  a  half  knots,  E.byK  Barometer, 
29.00;  temperature  of  air,  62°;  of  water,  73°.  Winds:  W.  K  W.,  N.KW.,  N.K  W.  At  4  P.M.  the 
water  rose  to  70°,  and  to  73°  at  5 ;  water  remarkably  smooth,  with  a  fine  breeze  blowing ;  ship  going  fast. 

Jan.  31.  Lat.  36°  55'  N. ;  long.  63°  32'  W.  Current,  19  E.,  and  5  AV.  S.  W.  Barometer,  29.4  ;  tem- 
perature of  air,  68° ;  of  water,  72°.  Wind:  N.  N.  W.  throughout.  Fine  breezes  and  water  smooth; 
temperature,  73°,  during  the  night  fell  to  72°.  At  9  hours  30  min.  water,  71°.  Have  paid  particular 
attention  to  the  log  since  entering  the  stream,  and  find  that  we  began  to  leave  the  stream  about  9  A.  M. 

Feb.  1.  Lat.  35°  21'  N.;  long.  60°  27'  W.  Current,  15,  S.  W.  Barometer,  29.6  ;  temperature  of  air, 
64°;  of  water,  71°.  Wind:  N.  throughout.  Strong  breezes  with  considerable  sea;  barometer  rising.  I 
have  determined  to  cross  latitude  30°  to  the  west  of  longitude  50°,  if  permitted  by  the  wind. 

Feb.  2.  Lat.  34°  16'  N. ;  long.  58°  12'  W.  Current,  8,  S.  W.  Barometer,  29.8;  temperature  of  air,- 
66°  ;  of  water,  71°.     Winds :  N.,  KN.  W.,  W.  N.  W.     Fresh  breezes  and  pleasant  weather. 

Feb.  3.  Lat.  33°  32'  N.;  long.  56°  55'  W.  Current,  6  knots,  S.  W.  Barometer,  29.7  ;  temperature 
of  air,  67°;  of  water,  71°.     Winds:  W.,  W. S.  W.,  S.     Fine,  clear  weather;  barometer  high  and  steady. 

Feb.  4.  Lat.  34°  05'  N.;  long.  54°  04'  W.  Barometer,  29.7  ;  temperature  of  air,  69°;  of  water,  72°. 
Winds :  S.,  S.,  S.  S.  E.  Fine,  clear  weather,  such  as  is  rarely  met  with  at  this  season  of  the  year  in  the 
North  Atlantic.  I  almost  regret  the  wind  hanging  here,  as  I  desire  much  keeping  to  the  west,  for  the 
purpose  of  giving  the  "  Theory"  of  Lieut.  Maury  a  fiiir  trial,  having  a  "  weatherly  ship,"  and  no  fear  of  Cape 
St.  Eoque. 

Feb.  5.  Lat.  34°  42'  N.;  long.  51°  30'  W.  Barometer,  29.6;  temperature  of  air,  68° ;  of  water,  72°. 
Wind :  S.  S.  E.  throughout.  Fine,  clear  weather ;  the  horizon  astonishingly  clear.  I  scarcely  recollect 
having  more  delightful  weather — steady  glass — smooth  water — everything  indicating  midsummer,  more 
than  the  last  48  hours. 

Feb.  6.  Lat.  34°  59'  N.;  long.  49°  01'  W.  Observed  variation,  9°  40'  W.  Barometer,  29.6;  tem- 
perature of  air,  68°;  of  water,  72°.  Winds:  S.  S.  E.,  S.,  S.  First  part,  fine;  middle,  barometer  falling 
fast;  dirty  appearances;  observed  variation  at  sunset,  9.40  W. 

Feb.  7.  No  observations.  Barometer,  29.00;  temperature  of  air,  66°;  of  water,  72°.  Winds:  S.  S. 
W.,  W.,  N.  N.  E.  Cloudy,  dirty  weather;  not  much  wind;  barometer  steadily  falling;  ship  under  short 
canvas ;  heavy  appearances  all  round,  and  every  appearance  of  a  heavy  gale. 

Feb.  8.  No  observations.  Barometer,  28.6 ;  temperature  of  air,  64° ;  of  water,  72°.  Winds :  N.  N. 
E.,  N. E.,  S.  W.     Glass  still  falling;  heavy  appearances;  everything  "snug"  for  a  "blow." 

Feb.  9.  No  observations.  Barometer,  28.4;  temperature  of  air,  64°  ;  of  water,  72°.  Winds:  S.  W., 
W.,  W.  N.  W.  During  the  first  and  middle  part,  barometer  fell  to  28.2,  with  very  bad-looking  weather. 
At  sunrise  there  Avas  but  little  wind,  but  in  less  than  half  an  hour,  it  blew  furiously  at  S.  W.,  veering  to  the 
west ;  the  sea  rose  so  rapidly  I  was  obliged  to  "  scud  ;"  by  9  A.  M.,  although  tlie  wind  w.as  blowing  very  heavy, 


OF  THE  PASSAGE  AKOUND  CAPE  HORN.  557 

the  glass  began  to  riie.  Owing  to  the  ship  being  deep  and  steering  badly,  I  was  induced  to  try  what  I  had 
frequently  heard  of;  namely:  paying  a  hawser  out  astern.  I  middled  and  payed  out  4:5  Aithoms  of  11  inch 
hawser  on  each  quarter,  and  found  instant  relief;  so  much  so  that  I  shall  most  assuredly  adopt  it  hereafter 
in  bad-steering  ships. 

Feb.  10.  No  observations.  Barometer,  2S.G  ;  temperature  of  air,  68°.  Wind:  W.  X.  W.  throughout. 
The  gale  still  continuing,  but  every  appearance  of  abating.  I  cannot  forbear  expressing  the  great  benefit 
losulting  from  the  trial  with  " hawser ;"  feel  satisfied  I  could  not  have  " scudded"  without  it.  I  regret  being 
driven  to  the  E. 

Feb.  II.  Lat.  27°  06'  N.;  long.  38°  42'  W.  Current,  S.  E.  Barometer,  29.00;  temperature  of  air, 
70°;  of  water,  72°.  Winds:  W.,  W.  S.  W.,  S.  W.  First  part,  moderating  and  hauling  to  westward  and 
southwest.  Since  observation  of  6th,  we  have  had  40  miles  of  S.  E.  set.  In  all  my  voyages  across  the 
equator,  I  have  never  been  so  fxr  east  in  tliis  parallel  before;  for  although  there  can  be  no  doubt  that  the 
westwardly  route  is  best,  yet  I  have  had  a  great  desire  to  give  it  a  fair  trial  l)y  keeping  farther  than  usual 
to  the  westward. 

Feb.  12.  Lat.  25°  34'  N. ;  long.  36°  31'  W.  Current,  W.  S.  W.,  i  knot.  Variation,  11°  W.  Baro- 
meter, 29.6;  temperature  of  air,  70°;  of  water,  72°.  "Winds:  S.  W.,  S.,  S.  Throughout,  moderate  from 
southern  board,  with  a  heavy  N.  W.  swell,  for  which  I  allow  15  miles  set ;  during  the  24  hours,  everything 
apparently  combines  to  capsize  my  calculations.     Variation  observed,  11°  5'  W. 

Feb.  13.  Lat.  25°  18'  N. ;  long.  35°  42'  W.  Current,  W.  S.  W.,  i  of  a  knot.  Barometer,  29.8 ; 
temperature  of  air,  72°;  of  water,  72°.  Winds:  S.  S.  E.,  S.  E.,  S.  E.  During  these  24  hours  tacked 
several  times  to  avail  of  a  point  or  two  in  the  wind.     My  great  object  is  to  make  southing  when  possible. 

Feb.  14.  Lat.  24:°  34'  N. ;  long.  35°  56'  W.  No  current.  Barometer,  29.7 ;  temperature  of  air,  72° ; 
of  water,  72°.  Winds:  S.  S.  E.,  S.  S.  E.,  S.  Wind  still  hanging  to  the  southward  as  I  have  never  known 
before.  Of  course,  I  fully  expected  the  trades  ere  this,  which  perhaps  increases  the  annoyance,  as  I  shall 
almost  entirely  be  deprived  of  availing  of  the  Pilot  Cliart,  which  I  approve  of  so  much,  that  a  trial  thereof 
is  imperative  on  me. 

Feb.  15.  Lat.  23°  30'  N. ;  long.  35°  12'  W.  No  current.  Barometer,  29.6  ;  temperature  of  air,  73° ; 
of  water,  72°.  Wind:  variable,  from  S.  to  W.  throughout.  I  feel  buoyed  up,  that  I  am  really  to  have  the 
"trades"  soon  ;  since  the  12th,  a  heavy  N.  W.  swell. 

Feb.  16.  Lat.  21°  40'  N. ;  long.  34°  00'  W.  No  current.  Variation,  13°  20'  W.  Barometer,  29.06 ; 
temperature  of  air,  73°;  of  water,  72°.  Wind:  west  throughout.  Wind  breezing  up  again  from  west- 
ward. 

Feb.  17.  Lat.  20°  26'  N. ;  long.  32°  58'  W.  Barometer,  29.9 ;  temperature  of  air,  72°  ;  of  water,  72.° 
Wind :  AV.  S.  W.  throughout.  Wind  light  and  steady  from  W.  S.  W.,  with  a  tremendous  N.  W.  swell, 
giving  strong  assurance  that  a  gale  has  prevailed  in  that  quarter,  which  may  have  interrupted  the  "  trades." 
I  think  this  the  only  reasonable  way  of  accounting  for  their  absence;  longitude  per  sun  and  moon  33°  3', 
.chronometer  32°  58'. 


558  THE  WIND  AND  CURRENT  CHARTS. 

Feb.  18.  Lat.  20°  00'  N. ;  long.  31°  44'  W.  No  current.  Barometer,  30.10;  temperature  of  air,  74°; 
of  water,  73°.  Winds:  S.  W.,  ealm,  N.  N.  W.  Light  airs  from  southward;  middle,  calm — heavy  clouds 
with  lightning  to  the  N.  W. ;  the  only  indication  of  "trades"  is  in  the  rise  of  the  barometer,  which  I  have 
generally  paid  some  attention  to.  During  15  voyages  across  the  equator,  as  master,  I  have  never  expei'i- 
enced  anything  like  the  present  voyage ;  for  at  this  season  of  the  year  we  have  every  reason  to  expect  the 
favorable  winds  of  the  "  trades"  after  passing  the  parallel  of  25°.  It  would  be  a  matter  of  much  satisfac- 
tion to  know  what  influence  has  thus  thwarted  them. 

Feb.  19.  Lat.  17°  20'  N.;  long.  32°  52' W.  Current,  i  knot,  W.  S  W.  Barometer,  30.10;  temper- 
ature of  air,  75° ;  water,  74°.  Winds:  N.,  N.  E.,  N.  E.  First  part,  light  from  northward ;  middle,  inclin- 
ing to  eastward;  latter,  fine  breezes  and  hazy  appearances  of  these  winds.  The  weather  is  really  delightful, 
and  quite  a  treat,  after  the  annoyances  of  the  last  ten  days.  I  hardly  yet  dare  to  congratulate  myself  that 
the  long  looked-for  trades  have  come  at  last,  but  hope  such  will  prove  the  case. 

Feb.  20.  Lat.  14°  32'  N.;  long.  32°  20'  W.  Current,  J  knot,  W.  S.  W.  Observed  variation,  11°  15'. 
Barometer,  30.02  ;  temperature  of  air,  70°  ;  of  watei-,  75°.  Winds  :  N.  E.,  E.  N.  E.,  E.  N.  E.  Fine  breezes; 
everything  out,  skysails,  royal-steering  sails,  &c.,  going  about  6  knots.  The  atmosphere  extremely  hazy ; 
the  remains  of  a  new  swell  still  perceptible;  observations,  sun  and  moon,  32°  17';  chron.  32°  20'.  During 
these  24 hours,  have  observed  ver//  great  rij)j)ling,  resembling  in  some  instances  the  "  tide  rips"  of  "  Nantucket 
Shoals ;"  tried  the  temperature  frequently  without  experiencing  any  change.  I  had  intended  to  make  the 
remark  before,  that  we  have  not  seen  a  bird  or  fish  of  any  kind  since  crossing  the  tropic,  which  must  be 
considered  very  unusual,  particularly  with  regard  to  the  birds. 

Feb.  21.     Lat.  12°  l(j'  N. ;  long. .     Current,  \  knot,  AY.     Barometer,  30.02;  temperature  of  air, 

70°  ;  of  water,  75°.  Winds :  E.  N.  E.,  E.,  N.  E.  Light  winds,  and  every  indication  of  losing  the  "  trades  ;" 
the  glass,  hoivevcr,  Ircps  iq).  It  may  not  perhaps  be  amiss  to  pay  some  attention  throughout  this  abstract  to 
the  barometer  with  reference  to  indicating  the  trade-winds.  The  rise  and  fall  thereof,  I  have  frequently 
noticed  on  entering  and  leaving  the  vicinity  of  trades.  Daring  these  24  hours,  the  ripplings  have  been  very 
strong,  without  any  apparent  change  in  temperature. 

Feb.  22.  Lat.  9°  49'  N. ;  long.  30°  30'  W.  Current,  one  knot,  W.  N.  W.  Variation,  10°.  Barometer, 
30.2  ;  temperature  of  air,  77°;  of  water,  7(3°.  AVinds:  N.  E.,  E.  N.  E.,  E.  Light  winds  and  hazy  atmo- 
sphere;  "Very  frequent  ripplings,  more  apjiareut  from  the  extreme  smoothness  of  the  water ;  during  the 
night  squalls,  unattended  with  rain;  sun  and  moon,  20°  31';  variation  observed,  10°. 

Feb.  23.  Lat.  7°  13'  N.;  long.  29°  45'  AV.  Current,  one  and  a  half  knots,  N.  AV.  Barometer,  30.1 ; 
temperature  of  air,  78°;  of  water,  78°.  AVinds:  E.  by  N.,  E.  N.  E.,  E.  by  N.  Light  breezes  and  hazy 
weather ;  water  smooth,  rippling  very  strong,  indicating  a  strong  N.  AY.  current.  These  24  hours  the 
weather  very  fine,  and,  although  the  barometer  has  fallen  -/^,  there  is  no  ap]iarcnt  indications  of  losing  our 
present  favorable  wind. 

Feb.  24.  No  observations.  Current,  one  and  a  quarter  knots,  N.  AY.  Barometer,  29.9  ;  temperature 
of  air,  79°;  of  water,  79°.5.     Winds:  E.  N.  B.,  N.  E.,  E.  S.  E.     First  and  middle  parts,  fine;  midnight, 


OF  TUE  PASSAGE  AROUND  CAl'E   IIOKN.  559 


barometer  30.1,  at  4  A.  'M.  29.9;  daylight,  heavy  appearances  to  S.  E. ;  from  daylitrht  to  meridian,  frequent 
squalls  of  wind  and  rain  i'rom  S.  K.  Since  liUli,  \]\c  liarometer  has  remained  up  until  witliin  two  hours  of 
change  from  N.  E.  to  S.  E.  I  hero  predict  it  will  remain  below  i!U°  until  we  ero.ss  the  e(juator,  or  get 
without  the  infiuenco  of  the  rainy  latitude. 

Feb.  25.  Lat.  3°  10'  N.;  long.  28°  40'  W.  Current,  one  knot,  N.  W.  Barometer,  20.9  ;  temperature 
of  air,  83°;  of  water,  81°.  Wind:  E.  S.  E.  Heavy  squalls  during  first  part;  middle,  strong  breezes  and 
heavy  head  sea ;  latter  part,  squally.  During  these  24  hours,  the  barometer  has  fluctuated  a  tenth  several 
times;  weather  very  warm  and  sultry;  the  first  "  Mother  Carey's  chicken"  of  the  voyage  seen  to-day.  Thus 
far,  the  voyage  has  beeu  extremely  barren  of  incident,  not  having  seeu  any  vessels  for  20  days,  and 
scarcely  a  bird  or  fish  of  any  kind. 

Feb.  26.  No  observations.  Current,  three-quarters  of  a  knot,  N.  W.  Barometer,  29.9 ;  temperature 
of  air,  82°;  of  water,  82°.  Winds:  E.  S.  E.,  S.  E.  to  S.  S.  E.,  S.  E.  to  S.  by  E.  Throughout,  heavy 
squalls  rising  at  south;  Avorking  round  to  S.  E.,  with  frequent  heavy  rain;  weather  very  murky  and  close, 
at  times  quite  oppressive. 

Feb.  27.  Lat.  2°  24'  N. ;  long.  28°  57'  W.  Half  knot  current,  W.  N.  W.  Barometer,  29.8 ;  tempera- 
ture of  air,  82°;  of  water,  82°.     Calm  throughout,  with  much  rain;  a  confused  sea  from  S.  S.  E. 

Feb.  28.  No  observations.  Current,  half  knot,  W.  Barometer,  29.8;  temperature  of  air,  82° ;  of 
water,  82°.  Wind:  E.  S.  E.,  calm.  Throughout,  light  airs  and  calm;  heavy  looking  squalls,  but  unat- 
tended with  -wind ;  considerable  rain  at  times. 

March  1.  Lat.  0°  29'  N.;  long.  29°  55'  AV.  Current,  three-quarters  of  a  knot,  W.  Barometer,  29.8  ; 
temperature  of  air,  84°;  of  water,  82°.  Winds:  E.  S.  E.,  E.  S.  E.,  S.  E.  First  and  middle  part,  heavy 
squalls  of  rain;  barometer  fell  to  29.7  at  4  A.  M.,  up  again  to  29.9  ;  heavy  head  sea  from  S.  by  E. 

March  2.  Lat.  1°  27' S.;  long.  80°  49' W.  Current,  one  knot,  W.  Barometer,  29.7 ;  temperature  of 
air,  82°;  of  water,  82°.  Winds:  S.  E.,  S.  E.,  S.  S.  E.  Throughout,  fresh  and  S(pally  from  S.  E.,  with  rain; 
of  course,  ship  "  close  hauled ;"  heavy  head  sea  from  S.  by  E. 

March  3.  Lat.  2°  44'  S. ;  long.  32°  04'  W.  Current,  one  knot,  W.  Barometer,  29.8 ;  temperature  of 
air,  83° ;  of  water,  82°.  Winds:  S.  E.  by  S.,  S.  S.  E.,  S.  S.  E.  Throughout,  moderate  weather,  assuming 
the  settled  weather  of  the  "trades,"  onl!/  requiring  a  rise  in  the  harorneter  to  assure  ine  <if  Unit  focl^  and  I  con- 
fidently expect  the  coming  24  hours  will  so  see  it. 

March  4.  Lat.  1°  27'  S. ;  long.  33°  35'  W.  Current,  one  and  a  half  knots,  W.  N.  W.  Barometer, 
29.9  ;  temperature  of  air,  83° ;  of  water,  82°.  Winds :  S.  S.  E.,  S.  E.,  S.  B.  Throughout,  moderate,  fine 
weather ;  close  hauled  by  the  wind ;  Mer.  Barometer,  30.* 


*  "I  have  no  (.liiul)t  tliat,  altbougli  for  the  hvst  few  days  the  winJ  has  been  scant,  yet  2°  or  even  o°  more  lowest  would  liavu 
enabled  me  to  cross,  say  in  31 1°  or  32°  without  any  fear,  as,  from  the  experience  of  many  voyages  to  Pernambuco,  I  never  found  any 
difficulty  in  gctdng  past.  'Cape  St.  Iloque,'  even  in  crossing  in  34°  on  one  occasion.  In  the  event  of  falling  to  leeward,  I  would  recommend 
beating  along  shore,  insiih  the  rctf  alwaj-s.  There  are  no  dangers  but  visible  ones ;  at  least  I  fouml  such  the  case,  in  beating  uii  from 
the  '  lUo  Amazonas,'  a  few  years  back." 


OGO  THE  WIND  AND  CURRENT  CHARTS. 

March  5.  Lat.  G°  8'  S. ;  long.  34°  37'  W.  Current,  1  knot,  W.  N.  W.  Barometer,  30.1 ;  tempera- 
ture of  air,  8-i°;  of  water,  8,2°.  Winds:  S.  E.,  S.  E.  by  E.,  S.  E.  Tlirougliout,  moderate,  line  weather; 
every  appearance  of  trades ;  barometer  up  ;  at  8  A.  M.  made  the  land. 

March  6.  Lat.  8°  8'  S. ;  long.  31°  30'  W.  Current,  1  knot,  N".  W.  Variation  observed,  2°  W. 
Barometer,  30.2;  temperature  of  air,  81°;  of  water,  82°.  Winds:  S.  E.,  E.  by  S.,  E.S.B.  Throughout, 
moderate  and  fine  weather ;  consider  myself  as  fairly  within  the  trades. 

Mem. — Having,  as  I  consider,  got  to  the  westward  far  enough  to  make  sure  of  not  being  driven  back, 
it  may  not  be  out  of  place  to  give  my  hunable  opinion  with  regard  to  the  mooted  point  of  making  the 
passage  aroun<l  this  bug-aboo,  Cape  Horn.  I  most  distinctly  disagree  with  those  who  recommend  lieeping 
to  the  eastward  of  the  Falkland  Islands ;  not  conceiving  the  necessity  of  keeping  so  far  to  leeward, 
rendering  the  beating  against  a  heavy  head  sea  and  strong  current,  necessary.  The  chances  for  S. E. 
winds  do  not,  in  my  opinion,  make  up  for  the  great  difference  in  distance  between  eastern  and  western 
sides  of  those  islands.  My  ojiinion  is  not  predicated  solely  on  the  beautiful  weather  I  experienced  to  the 
westward  of  those  islands ;  but  to  the  fact,  that  to  the  northward  and  westward  of  Staten  Land,  you  are  in 
a  measure  free  from  the  heavy  S.  W.  swell ;  which,  by  reference  to  that  part  of  this  abstract,  it  will  be 
observed  I  had  very  smooth  water,  and  so  continued  until  I  ])assed  Staten  Land.  In  Rio,  I  had  frequent 
conversations  with  several  whale  captains,  and  their  opinions  are  in  conformity  with  my  own.  I  do  not 
hesitate  to  say  the  winter  months  (May,  June,  and  July),  are  the  best  for  doubling  the  cape,  with  more  cer- 
tainty of  easterly  winds  ;  the  only  drawback  being  the  interminable  loug  nights.  After  all,  I  feel  sure  that 
masters  in  the  European  trade,  who  have,  during  the  California  fever,  made  the  passage  around  the  cape, 
will  agree  with  me  in  saying,  doubling  Cape  Horn  is  nothing  in  comparison  with  making  the  passage  from 
Liverpool  to  New  York,  during  our  winter  months. 

June  2.  Lat.  55°  09'  S. ;  long.  77°  30'  W.  Barometer,  30.1 ;  temperature  of  air,  36°  ;  of  water,  41°. 
Winds :  S.  W.,  S.  AY.,  S.  W.  by  S.     Throughout,  heavy  from  S.  W.,  frequent  squalls  of  snow  and  rain. 

June  3.  No  observations.  Barometer,  29.7  ;  temperature  of  air,  31° ;  of  water,  42°.  Winds:  S.  W. 
by  W.,  and  W. N.  W.  First  part,  strong;  middle,  more  moderate  with  rain.  Ends  strong  with  constant 
rain ;  under  short  canvas  heading  to  S.  W.  .  . .      - 

June  4.  No  observations.  Barometer,  29.5 ;  temperature  of  air,  44° ;  of  water,  42°.  Winds :  W.  N.  W^ 
W.,  W.  Throughout,  heavy  gales  with  constant  rain ;  barometer  rose  to  30.2,  but  fell  again  towards  day- 
light; weather  very  disagreeable  ;  filled  all  our  cmjily  casks  with  most  excellent  water  ;  this  maybe  considered 
rather  singular  at  this  season  and  in  this  latitude. 

June  5.  Lat.  52°  13'  S.;  long.  79°  15'  W.  Barometer,  29.4;  temperature  of  air,  46°  ;  of  water,  43°. 
Wind :  W.  throughout,  strong  from  the  westward. 

June  6.  Lat.  49°  49'  S. ;  long.  80°  05'  W.  Current,  two  and  three-quarter  knots.  Yariation,  23°  10'. 
Barometer,  29.7;  temperature  of  air,  44°;  of  water,  44°.  Winds:  W.byN.,  S.  S.  AY.,  S.  First  part, 
moderate;  middle,  squally  with  .rain  from  southward.     Ends  same. 

June  7.     Lat.  46°  28'  S. ;  long.  80°  47'  A\^.     Current,  N.  N.  E.,  half  knot.     Barometer,  29.7  ;  temperature 


OF  THE  PASSAGE  AROUND  CAI'E   UORN,  561 

of  uir,  45°  ;  of  water,  45°.     TVinds:  R.  S.  W.,  S.  W.,  S.  "W.     Throughout,  heavy  with  frequent  squalls  of 
wiml  and  rain.     Tlie  weather  feclri  much  colder  tlian  any  wc  have  yet  had. 

June  8.  Lat.43°  17'S. ;  long.  82°  11' W.  Variation,  22°  15'.  Barometer,  30.1 ;  temperature  of  air, 
49°  ;  of  water,  47°.  "Winds :  S.  W.,  S.  S.  W.,  S.  Throughout,  strong  breezes,  and  frequent  heavy  raia 
squalls  attended  with  much  wind. 

June  9.     Lat.  42°  26'  S. ;  long. .     Barometer,  30.3 ;  temperature  of  air,  51° ;  of  water,  48°.     Wind : 

S.  and  variable.     First  part,  light ;  middle,  variable  and  calm. 

June  10.  No  observations.  Barometer,  30.0  ;  temperature  of  air,  49°  ;  of  water,  49°.  "Wind:  N.  W. 
First  part,  light ;  middle,  fresh  ;  latter,  strong,  and  dirty  appearances. 

June  11.  No  observations.  Barometer,  29.8  ;  temperature  of  air,  52° ;  of  water,  53°.  Winds :  N.  W., 
W.  N.  W.,  W.N.  W.     Throughout,  dirty,  drizzling  weather;   blowing  strong  at  times. 

June  12.  Lat.  38°  53'  S. ;  long.  79°  30'  W.  Barometer,  29.9  ;  temperature  of  air,  54°  ;  of  water,  54°. 
Winds:  W.  N.  W.,  N.  W.,  N.  W.     Throughout,  moderate  ;  constant  drizzling  rain  ;  very  unpleasant. 

June  13.  No  observations.  Barometer,  29.4;  temperature  of  air,  54° ;  of  water,  54°.  Wind:N.  W. 
by  N.  throughout.     Throughout,  moderate;  constant  drizzling  rain ;  heavy  W.  N.  W.  swell. 

June  14.  Lat.  38°  03'  S. ;  long.  80°  12'  W.  Barometer,  29.4  ;  temperature  of  air,  60° ;  of  water,  54°. 
Winds :  N.  W.,  W.  N.  W.,  N.  W.  Throughout,  a  most  shocking  bad  24  hours ;  calm,  heavy  gales,  torrents 
of  rain,  lightning,  &c.  This  is  the  only  i-ealhj  had  weather  I  have  yet  had,  and  altogether  I  have  seen  very 
few  more  decidedly  unpleasant  in  ray  life.  It  is  perhaps  rendered  more  so  from  not  expecting  anything  of 
the  kind,  presuming  bad  times  had  passed,  with  passing  the  cape. 

June  15.  No  observations.  Barometer,  29.3  ;  temperature  of  air,  G2°  ;  of  water,  55°.  Winds:  N.  W., 
N.  W.,  W.  N.  W.  First  part,  strong;  middle,  moderate.  Ends  heavy  gales  and  torrents  of  rain.  The 
barometer  (during  the  last  four  days)  has  fluctuated  repeatedly  from  30  to  29;  several  times  in  the  course  of 
eight  hours,  presenting  the  most  remarkable  fluctuations  I  ever  witnessed.  Since  10th,  the  weather  has 
been  very  much  like  the  month  of  March,  north  34J°  on  the  coast  of  United  States. 

June  16.  Lat.  36°  28'  S. ;  long.  78°  38'  AY.  Barometer,  29.6  ;  temperature  of  air,  64°  ;  of  water,  55°. 
Winds :  N.  W.,  W.  N.  W.,  W.  First  and  middle,  very  heavy  gale.  Ends  moderating ;  barometer  down 
several  times  to  29. 

June  17.  Lat.  34°  28'  S. ;  long.  78°  59'  W.  Barometer,  30.00  ;  temperature  of  air,  65°  ;  of  water,  56°. 
Winds :  W.,  W.  S.  "W.,  S.     Throughout,  moderate.     At  7  A.  M.  Juan  Fernandez  in  sight,  bearing  north. 

June  18.  Lat.  34°  09'  S. :  long.  80°  01'  W.  Barometer,  29.8 ;  temperature  of  air,  65°  ;  of  water,  56°. 
Winds :  calm,  N.  N.  W.,  N.  W.  First  part,  calm  ;  middle,  strong ;  latter,  blowing  hard,  much  rain.  Baro- 
meter fluctuating  /^  several  times  during  the  24  hours.  At  8  A.  M.  Massafuera  in  sight,  west  per  compass. 
June  19.  No  observations.  Barometer,  29.6 ;  temperature  of  air,  65°  ;  of  water,  57°.  Wind:  N.W. 
throughout.  Throughout,  heavy  weather,  with  almost  constant  rain.  The  fluctuations  in  barometer  still 
continuing,  causing  a  deal  of  uneasiness ;  I  have  never  had  anything  like  it  before ;  and  this,  after  being  an 
attentive  observer  of  that  instrument  for  more  than  twenty-two  years. 
71 


562  THE    WIND    AND    CUKKENT    CHARTS. 

June  20.  Lat.  32°  10'  S. ;  long.  78°  38'  W.  Barometer,  29.6  ;  temperature  of  air,  66°  ;  of  water,  58°. 
Winds:  N.  W.,  N.  N.  AY.,  W.  Throughout  variable,  but  most  rem;u'kal)le;  from  calm  to  lying  to,  torrents 
of  rain,  clear,  lightning,  heavy  sea,  smooth  as  a  mill-pond;  and  thus,  during  the  2-±  hours,  every  variety  of 
weather  under  the  sun,  with  the  same  fluctu.ations  in  the  barometer.  I  am  disposed  to  think  all  this  is 
occasioned  by,  or  a  prelude  to,  some  great  change,  perhaps  an  earthquake;   who  knows? 

June  21.  Lat.  29°  58'  S. ;  long.  79°  41'  W.  Barometer,  29.9  ;  temperature  of  air,  63°  ;  of  water,  59°. 
Winds:  S.  W.,  S.,  S.  S.  W.     Throughout  squally  with  rain  ;  wind  during  scp.ialls  hauling  far  as  W.N.  W. 

June  22.  Lat.  28°  46'  S. ;  long.  79°  :.3'  W.  Barometer,  30.00  ;  temperature  of  air,  65°  ;  of  water,  59°. 
Winds:  S.  S.  W.,  calm,  N.  W.  First  part,  squally  ;  middle,  calm;  latter  part,  moderate.  By  looking  back, 
it  will  Ije  seen  I  have  been  unable  to  get  to  the  west,  being  desirous  of  crossing  the  equator  about  115°,  at 
the  suggestions  of  many  experienced  "whalemen."  My  own  judgment  would  have  suggested  90°,  but  the 
above  advisers  recommend  their  crossing  far  west,  on  account  of  better  winds. 

June  23.  Lat.  26°  50'  S. ;  long.  78°  45' W.  Variation  observed,  13°  50'.  Barometer,  29.9  ;  temper- 
ature of  air,  66°  ;  of  water,  62°.  AVind  :  N.  AV.  throughout.  Throughout,  light  winds  and  smooth  water ; 
wind  at  times  favoring,  so  as  to  lay  north,  but  mostly  N.  N.  E.,  which,  with  the  variation,  makes  easting  fast. 

Juue  24.  Lat.  25°  29'  S. ;  long.  79°  40'  AY.  Current,  N.  N.  E.,  half  knot.  Barometer,  30.00  ;  temper- 
ature of  air,  66°  ;  of  water,  64°.  AVinds :  AA^.,  AV.  S.  AV.,  S.  AV.  Thronghout,  light  winds  and  drizzling 
rain  most  of  the  time  ;  but  wind  being  so  much  better  than  of  late,  the  change  is  quite  acceptable. 

In  consideration  of  this  very  strong  evidence  in  favor  of  the  western  or  new  route  to  the  line,  I  quote 
an  extract  from  the  log-book  of  the  brig  Eolian,  C.  A.  L.  Blanchard,  master. 

The  Eolian  sailed  from  New  York,  May  3,  1851,  Avith  the  Charts  on  Ijoard.  She  crossed  the  equator 
in  31°  W.,  June  the  9th — passed  St.  Roque,  June  12  (40  daj'S  out),  without  going  to  the  west  of  longitude 

oo    . 

The  captain,  in  compliance  with  my  general  request,  that  every  navigator  would  state  in  his  abstract 
whether  he  liad  a  longer  or  shorter  passage  than  vessels  arriving  about  the  same  time  without  the  Charts, 
says : — 

"  You  will  see  by  this  absti-act,  my  passage  has  been  somewhat  lengthy,  but  in  comparison  with  many 
vessels  which  have  arrived  without  your  SatUnij  Directions  it  has  been  short.  One  barque  from  Boston 
having  a  passage  of  seventy-five  days,  and  two  Baltimore  vessels  (fast  sailers)  had  a  passage  of  sixty-eight 
and  seventy  days;  also  one  from  the  same  port  of  eighty-five  days.  The  above  vessels  crossed  the  line  far 
to  the  eastward."  I  -  '  

I  have  also  the  abstract  of  the  N.  B.  Palmer  (Charles  P.  Low,  mastei-),  that  sailed  from  New  York, 
April  7  (4  days  after  the  Eolian),  also  with  the  Charts  on  board.  She  too  took  the  new  route — she  passed 
the  Eolian,  May  10  (the  third  day  out).  Both  vessels  that  day  crossed  the  parallel  of  37°  N. ;  the  Eolian 
in  longitude  56°  ;  but  the  N.  B.  Palmer  8°  farther  west.  This  ship  crossed  the  line  in  31°  AA^.,  June  2, 
and  the  parallel  of  Rio,  June  15,  or  two  weeks  ahead  of  the  Eolian;  and  from  29  to  46  days  ahead  of  the 


OF   THE    PASSAGE   AKOUNI)   CAPE   IIORX.  663 

vessels  mentioned  by  Captain  Blaneliard,  winch  liaJ  not  tlie  Wind  and  Current  Charts,  and  wliicli  went  the 
old  route. 

So,  also,  with  Captain  Caldwell,  of  the  Great  Britain.  I  cpiote  his  letter,  and  extraet  from  his  very 
valuable  abstract  log,  because  of  the  iuCorniation  which  they  give  as  to  the  Cape  Horn  passage. 

"June  14,  1852  (San  Francisco).  1  herewith  forward  you  the  abstract  log  of  ship  Great  Britain,  of 
Boston,  under  my  command  from  New  York  to  this  port.  The  ship  is  25  years  old,  and  not  a  cli2:)per.  The 
ship  John  Jay  sailed  in  company,  not  yet  ari'ived.  The  last  I  heard  from  her  she  was  at  Rio,  leaky.  I  do 
not  know  whether  she  had  vour  Charts.  The  clipper  ship  Aramingo  left  New  York  three  days  after  Ave 
did,  say  l'2th  January,  icithout  your  Chai-ts,  went  nearly  to  the  Western  Islands,  crossed  the  line  in  about 
26°  W.,  went  east  of  Falkland  Lslands,  I  believe,  and  arrived  here  one  day  after  I  did,  sa}'  138  days,  with- 
out stopping.  On  my  Chart  (Blunt's),  I  find  St.  Paul's  Island  placed  in  long.  2«°  20'  W.,  and  in  some 
editions  of  Bowditch  the  same;  while  in  other  editions,  and  in  Horsburgh's  Directory,  29°  15'  to  29°  22'  W. 
As  this  island  is  directly  in  the  track  of  outward-bound  ships,  it  is  important  that  all  charts  and  hooJcs  should 
be  correct.  I  passed  close  to  it,  having  had  a  good  observation  in  the  morning.  It  was  cloudy  when  I 
passed  it,  about  4  or  5  P.  M.,  but  there  is  no  doubt  that  it  is  in  about  29°  20'-  and  not  28°  20\  With 
regard  to  your  Charts,  allow  me  to  say  I  think  very  highly  of  them.  I  crossed  the  equator  in  about  30°  in 
26J  days  from  New  York,  after  losing  my  tiller  and  being  thereby  detained  16  hours  with  a  strong  fair  gale. 
I  passed  to  the  mndward  of  Noronha,  cleared  St.  Roque  and  St.  Augustine,  and  the  first  time  I  tacked  ship 
from  New  York  was  south  of  Rio,  which  I  passed  in  less  than  37  days,  with  a  very  deep  ship.  Pas.sed 
through  the  Straits  of  Le  Maire  in  60  and  Cape  Horn  in  less  than  61  daj-s.  After  that,  I  had  miserable 
chances.  Having  been  nearly  20  years  a  shipmaster,  and  having,  during  my  passage,  given  the  subject 
much  consideration,  I  will  venture,  at  the  risk  of  being  thought  presuming,  to  state  my  own  views  on  the 
passage  from  Cape  Horn  to  this  port.  Being  up  with  Cape  Horn,  I  would  improve  all  opportunities  of 
making  westing,  with  very  little  regard  to  latitude,  except  to  keep  clear  of  the  land,  till  in  long,  of  80°  W., 
then,  if  wind  permitted,  edge  off  very  gradually  to  the  N.  and  shape  my  course  so  as  to  be  in  the  long,  of 
110°  W.,  in  about  30°  S.  lat. ;  hero  you  may  expect  to  get  the  S.  E.  trades;  and  then  make  a  due  north 
course  till  I  took  the  N.  E.  trades.  My  reasons  are  that  you  would  thus  make  j'our  westing  where  the  degrees 
are  short,  and  then  cross  the  entire  S.  E.  trades  on  a  course  that  would  let  all  your  canvas  draw,  instead  of 
running  so  much  before  the  wind  as  to  becalm  your  head  sails.  You  would  thus  take  the  N.  E.  trades  in 
about  110°  W.,  which  is  as  far  east  as  desirable.  You  will  see  by  the  log  that  the  doldrums  did  not  detain 
rae  much  on  either  side." 

From  Captain  Sears  of  the  Wild  Ranger,  San  Francisco,  October  25,  1853. 

I  followed  your  track  to  the  equator  for  Julv,  and  had  a  passage  of  28  days  to  the  equator ;  crossed 


*  lis  position  was  accurately  determined  by  the  officers  of  the  U.  S.  ship  Marion,  in  1849,  to  be  in  long.  29°  18'  W.,  and  it  is 
accurately  laid  down  on  the  Wind  and  Current  Charts. — M.  F.  M. 


564:  TUK  WIND  AND  CUEEENT  CHAETS. 

in  32°  20';  jnst  cleared  Eocas,  and  then  had  a  very  hard  chance  to  Cape  Horn.  I  highly  approve  of  your 
track  from  Boston  to  the  equator,  and  have  no  doubt  but  that  I  gained  by  following  your  instructions.  X 
found  very  little  current  near  St.  Eoque.  I  intended  to  have  gone  through  Straits  of  Le  Maire,  but  the 
■wind  being  S.  W.,  I  could  not  get  far  enough  to  westward,  and  thought  it  better  to  pass  eastward  of 
Staten  Land.  With  regard  to  a  passage  around  Cape  Horn,  I  would  say  I  have  seen  worse  weather 
between  Boston  and  Liverpool  in  September,  than  I  have  seen  for  this  passage  north  of  the  equator.  I 
had  a  long  spell  of  calm  weather,  which  prolonged  my  passage.  But  find,  on  arrival,  that  I  was  in  com- 
pany with  four  other  clipper  ships,  and  all  arrived  here  same  day.  ; 

Shij)  Ilugiienot  (J.  G.  Stover),  San  Francisco. 

May  24,  1853.     The  shijo  George  Evans  arrived  here  three  days  after  we  did,  in,  I  believe,  151  days 
from  Philadelphia ;  he  crossed  the  equator  on  this  side  in  105°  ;  has  not  your  Charts  on  board. 
The  ship  Astrea,  which  sailed  from  New  York  two  days  before  us,  has  not  yet  arrived. 

Cape  Horn  navigators  should  not  forget  that  the  prevailing  winds  encountered  in  doubling  the  capo 
are  westerly  winds ;  that  the  Andes,  which,  in  fact,  terminate  only  with  the  continent,  stand  up  as  a  barrier 
to  these  winds ;  and  consequently,  these  winds  come  around  the  cape  in  violent  sweeps,  pufife,  and  gales,  as 
they  do  around  the  bluff  point  of  land  in  a  harbor,  or  the  corner  of  a  building  on  shore ;  and  that  the 
strength  of  these  sweeping  winds  is  probably  felt  with  more  force  near  the  cape  than  it  is  at  a  considerable 
distance  oflj  and  out  of  the  influence  of  the  land  upon  the  course  and  velocity  of  the  Avind. 

Therefore,  I  would  advise  navigators  in  doubling  the  cape,  first  to  pass  through  the  Straits  of  Le 
Maire,  if  practicable,  and  if  they  can  accomplish  it  by  daylight,  for  the  currents  are  unfrequently  strong 
and  conflicting  there ;  to  hug  the  cajie  as  closely  as  the  winds  on  one  hand,  and  the  rocks  on  the  other,  will 
allow,  and  so  make  westing  down  there  when  the  degrees  are  short,  as  fast  as  without  fighting  adverse 
winds  and  weather  they  may  do,  until  they  cross,  if  bound  to  California,  the  parallel  of  50°  S.,  between  the 
meridians  of  80°  and  90°  west. 

But,  if  after  getting  through  the  straits,  and  before  doubling  the  cape,  a  westerly  gale  strike  them  in 
the  teeth,  then,  instead  of  stopping  there  off  the  pitch  of  the  cape  to  fight  against  it,  with  the  intention  of 
holding  their  own  till  the  gale  abates,  or  the  wind  slants  so  as  to  let  them  get  round,  I  think  the  chances 
would  be  altogether  in  their  favor,  by  sticking  her  away  south,  under  the  expectation  that  they  would  soon 
get  out  of  the  strength  of  the  winds,  which,  eddy  dike,  come  sweeping  around  Cape  Horn,  sometimes  at  one 
distance,  sometimes  at  another,  according  to  the  direction  of  the  gale.  But  even  in  doing  this,  the  naviga- 
tor who  is  desirous  of  making  a  quick  passage,  will  not  fail  to  take  advantage  of  slants.  He  will  always 
prefer,  until  he  doubles  the  cape,  the  tack  upon  which  he  can  make  the  most  westing.  Vessels  intending 
to  touch  at  Valparaiso,  or  any  of  the  Intermedios,  need  not  care  to  get  so  far  west  while  they  are  south 
of  the  parallel  of  50°,  even  when  the  winds  are  fair,  as  vessels  that  are  bound  farther  north,  as  to  California 
for  example.     Let  these  last  make  westing  whenever  they  can,  without  making  southing  also.     They  cannot 


OF  THE  PASSAGE  AROUND  CAPE   HORX.  565 

•well  cross  the  parallel  of  50°  S.  too  far  west,  on  their  way  to  California,  provided  they  keep  to  the  east  of 
100°  or  110°. 

The  Pilot  Charts  of  the  South  Atlantic  and  Cape  Horn,  in  addition  to  the  Track  Charts,  leave  but 
little  more  to  be  said  with  regard  to  the  passages  west,  around  Cape  Ilorn,  than  may  be  gathered  from  the 
injunction:  Study  the  Pilot  Charts. 

I  think  that  I  may  now  congratulate  na^^gators,  especially  those  who  are  co-operating  with  me, 
and  whose  labors  have  enabled  me  to  bring  about  these  results,  upon  the  present  complete  state  of  our 
knowledge,  with  regard  to  the  roixtc  to  Bio. 

From  St.  Roque  to  Rio  is  plain  sailing,  and  as  far  as  St.  Roque,  from  the  United  States,  the  route  is  the 
same  whatever  be  the  destination  of  the  vessel,  whether  Cape  of  Good  Hope,  Cape  Horn,  or  Rio. 

The  route  to  the  clearing  of  St.  Roque,  I  think  I  may  be  permitted  to  say,  without  incurring  the 
imputation  of  self-praise,  is  as  well  understood  as  it  is  possible  for  any  route  across  the  ocean  to  be,  that 
is  governed  and  controlled  by  the  force  of  ■\\nnds  and  currents. 

From  the  parallel  of  St.  Roque,  the  route  around  Cape  Horn,  for  all  vessels  from  Europe  or  the  United 
States,  is  the  same. 

And  from  the  parallel  of  St.  Roque  to  the  parallel  of  50°  S.,  all  is  also  plain  sailing,  requiring,  how- 
ever, the  most  watchful  vigilance  as  the  price  of  a  qiiick  passage  between  these  parallels,  for  much  of  the 
distance  lies  through  a  region  of  baffling  winds. 

The  average  of  vessels  under  canvas  from  the  parallel  of  St.  Roque  to  50°  S.  on  the  Cape  Horn  pas- 
sage, is  only  about  100  miles  a  day.  The  intelligent  seaman  needs  no  other  sailing  directions  here  than 
simply:  "Make  the  best  of  your  way  south."  Of  course,  he  will  nuderstand  that  this  "best  way"  is  not  to 
be  supposed  to  lay  so  close  along  with  the  land  as  to  briug  him  within  the  influences  of  the  land  breezes 
and  the  calms  of  the  coast. 

Besides  this  injunction,  there  is  but  another  sim})le  caution  to  add,  and  that  is,  when  you  arrive  at  the 
calms  of  Capricorn,  do  your  best  to  get  south ;  for,  by  tliat  course,  it  is  easiest  to  clear  them.  As  to  the 
parallels  between  which,  at  the  diflerent  seasons  of  the  year,  you  may  expect  these  calms,  see  the  Trade- 
Wind  Chart. 

From  50°  south,  east  of  Cape  Horn,  to  the  same  parallel  west,  lies  the  rub — so  it  is  supposed.  Along 
this  part  of  the  route  the  prevailing  winds,  it  is  true,  have  westing  in  them,  and  are,  therefore,  in  a  great 
measure,  head  winds.  How  to  overcome  them  depends  on  the  skUl  of  the  navigator.  The  grand  object  of 
this  work  is  to  let  the  navigator  know  how  he  may  expect  to  find  the  winds,  which  way  the  currents ; 
taking  it  for  granted  that,  when  he  knows  this,  his  own  skill  and  intelligence  will  best  guide  him  as  to  the 
rest. 

The  Pilot  Charts  will  give  this  information  as  to  winds  in  a  general  way.  With  the  view  of  presenting 
it  in  a  more  special  way,  extracts  have  been  made  from  various  abstract  logs,  taken  at  random,  showing 
the  wind  and  weather  encountered  by  each  breeze.  These  are  arranged  according  to  the  months,  and  may 
be  regarded  as  practical  illustrations  of  the  Pilot  Charts. 


THE  WIND  AND  CURRENT  CHARTS. 


With  sucli  sources  of  information  liefore  him,  the  Capo  Horn  navigator,  who  studios  them  closely,  can 
never,  in  changes  of  wind,  feel. at  a  loss  either  as  to  the  best  course  to  steer,  or  the  best  tack  to  put  his  ship 
upon,  for  the  best  passage. 


CAPE  HORN  TRACKS. 

Danube  (G.  11.  Chase). 

Jan.  4,  1853.  Lat.  30°  3G'  S. ;  long.  40°  30'  W.  Barometer,  30.00 ;  temperature  of  air,  73° ;  of 
water,  73°.  Winds :  N.  W.  to  S.  E.,  S.  E.  to  N.  E.,  S.  First  part,  squally,  with  sudden  changes  in  the 
breeze,  say  from  very  light  airs  to  sti'ong  srpialls ;  middle  part,  changes  not  so  sudden,  but  variable  and 
lii'ht ;  latter  part,  fine  breeze  from  S.,  and  beautiful  weather.  Four  ships  in  company.  Saw  a  black-colored 
bird  resembling  a  cape  goose. 

We  have  now  been  at  sea  fifty-two  days,  forty-eight  of  which  the  wind  has  liad  more  or  less  southing 
in  it.  I  think  the  Danube  has  done  well  to  be  thus  far  on  her  passage.  Thanks  to  Lieut.  Maury,  and  those 
liard  ivorkers  with  him,  who  have  given  us  such  ijiruluallr  information. 

Jan.  5.  Lat.  31°  30'  S.;  long.  42°  13'  W.  Barometer,  30.15 ;  temperature  of  air,  72° ;  of  water,  71°. 
Winds:  S.,  S.  S.  E.,  S.  E.  First  part,  fine  breeze;  middle  part,  very  moderate  and  clear;  latter  part,  hazy 
and  light  breezes,  with  long  rolling  swell  from  S.  W.  Two  ships  in  company.  This  has  been  the  most 
pleasant  twenty-four  hours  since  leaving  New  York.  Long  strings  of  jellies,  such  as  are  sometimes  seen 
off  the  western  islands.     Cape  hens  and  skipjacks  around  the  ship. 

Jan.  6.  Lat.  33°  06'  S. ;  long.  44°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  72°  ;  of  water,  70°. 
Winds:  S.  E.,  N.  E.,  N.  E.  Pleasant  breeze  and  fine  weather  these  twenty-four  hours,  at  times  a  long 
swell  from  S.  W.     At  12  M.  darkdooking  weather  towards  the  W. 

Jan.  7.  Lat.  34°  30'  S. ;  long.  40°  00'  W.  Barometer,  29.00;  temperature  of  air,  72°;  of  water,  69°. 
Winds:  N.  E.,  N.  W.,  S.  W.  First  part,  fresh  breeze  and  light  squalls,  all  sail  set;  middle  part,  strong 
squalls,  single-reefed  topsails;  latter  part,  heavy  squalls;  close  reefs;  lost  the  foresail,  and  split  main  top- 
mast staysail. 

Jan.  8.  Lat.  30°  22'  S. ;  long.  45°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  02°  ;  of  water,  68°. 
Winds:  S.  W.,  W.  S.  W.,  W.  S.  W.     Strong  gales  and  violent  squalls  until  10  A.  ]\[.     Close  reefs. 

Jan.  9.  Lat.  37°  04'  S. ;  long.  45°  17'  W.  Barometer,  29.80;  temperature  of  air,  01°;  of  water,  63°. 
Winds:  W.  S.W.,  AV.,  W. ;  hard  gales,  rough  sea,  and  bad  weather. 

Jan.  10.  Lat.  30°  51'  S. ;  long.  45°  00'  W.  Barometer,  30.00  ;  temperature  of  air,  62° ;  of  water,  62°. 
Winds:  W.  S.  W.,  S.  W.,  S.  W.;  first  part,  strong  gales,  and  very  rough,  cross  sea,  close  reefs;  middle 
part,  more  moderate,  double  reefs;  latter  part,  squally,  single  reefs.     Tacked  to  W.  N.  W. 

Jan.  11.  Lat.  36°  25'  S. ;  long.  40°  42'  W.  Barometer,  30.15  ;  temperature  of  air,  04°  ;  of  water,  66°. 
Winds :  S.  W.,  S.  W.,  calm ;  fir.st  part,  moderate  and  light  squalls ;  royals  set ;  middle  part,  long,  smooth 
swell,  and  moderate ;  latter  part,  light  airs  from  S.  AV.,  and  calms. 


CAPK   IIOKN   TKACKri.  567 

Jan.  12.  Lat.  37°  50'  S. ;  long.  49°  23'  W.  Barometer,  30.00 ;  temperature  of  air,  68° ;  of  water, 
66°.  WituLs :  W.,  W.  X.  W.,  W.  by  X.  ;  clear  weather  ami  royal  breeze  for  the  2-i  hours;  the  greenish 
color  of  the  water  of  yesterday,  is  not  to  be  seen  to-day  ;  no  albatrosse.s,  nor  sea-hens.  Heav^-  S.  W.  swell 
leaving  us;  sea  much  more  smooth  at  12  M.  than  at  8  P.M.  T  tliink,  if  we  could  have  got  farther  to  the 
westward  ere  this,  we  should  have  been  much  farther  on  our  voyage. 

Jan.  13.  Lat.  38°  09'  S. ;  long.  50°  33'  W.  Barometer,  30.10;  temperature  of  air,  68°;  of  water, 
65°.  AVinds:  S.  AV.  to  N.  W.;  calm,  E.  S.  E.  Throughout  the  2-i  hours  very  light  airs,  and  variable; 
smooth  sea,  and  thousands  of  little  sea-gulls  on  the  water;  hazy,  damp  weather,  with  flying  fog  from  N.  K. 

Jan.  U.  Lat.  39°  49'  S. ;  long.  53°  46'  W.  Current,  |  knot  per  hour,  N.  E.  by  E.  Barometer,  29.90 ; 
temperature  of  air,  65°  ;  of  water,  60°.  Winds :  E.  S.  E.  to  S.  E.,  S.  E.,  S.  E.  by  S.  First  part,  moderate ; 
middle  and  latter  parts,  fresh  breeze  and  flying  fog.     Great  quantities  of  birds,  as  albatrosses,  &e. 

Jan.  15.  Lat.  40°  37'  S.;  long.  56°  11'  W.  Current,  1  knot  per  hour,  N.  E.  Barometer,  29.95;  tem- 
perature of  air,  55°;  of  water,  50°.  Winds:  S.  E.  by  S.,  S.  S.  E.,  S.  First  part  very  foggy,  with  fresh 
breeze ;  much  kelp ;  middle  part,  more  clear ;  water  much  discolored ;  latter  part,  clear  weather,  and  water 
of  greenish  appearance,  and  strong  rips  like  tide  rips;  large  patches  of  kelp;  sea  at  one  time  very  smooth, 
and  at  another  very  rough.     Sounded  ;  no  bottom  with  110  fathoms  ;  good  sound. 

Jan.  16.  Lat.  40°  37'  S. ;  long.  56°  05'  W.  Current,  IJ  knot  per  hour,  X.  E.  Barometer,  29.95; 
temperature  of  air,  52°;  of  water,  48°.  Wind:  S.,  calm,  calm.  First  part,  very  moderate.  At  4  P.  M. 
sounded  in  60  fathoms ;  fine,  dark  sand ;  light  air  from  W.  S.  W. ;  middle  and  latter  parts,  calm ;  much 
kelp  ;  strong  rips.     At  8  A.  M.  sounded  ;  no  hotlom,  115  fothoms. 

Jan.  17.  Lat.  42°  31'  S. ;  long.  57°  42'  W.  Current,  1|  knot  per  hour,  X.  E.  by  X".  Barometer, 
29.60;  temperature  of  air,  55°  ;  of  water,  48°.  Winds:  W.  X.  W.,  X.  W.,  S.,  and  variable.  First  part, 
gentle  breeze;  middle  part,  light  breeze,  and  fine,  clear  weather;  latter  part,  light  rain  squalls  from  S.  W., 
and  very  moderate  ;  very  small,  tired-looking  land  birds  on  board ;  also,  flocks  of  small  millers  or  moths ; 
water  much  discolored;  much  kelp  and  floating  weeds;  sounded;  no  bottom,  115  fathoms. 

Jan.  18.  Lat.  42°  16'  S.;  long.  58°  02'  W.  Current,  If  knot  per  hour,  X.  E.  by  X.  Barometer, 
29.90 ;  temperature  of  air,  51° ;  of  water,  48°.  Winds  :  S.  by  W.,  S.  S.  W.,  calm.  Moderate  for  24  hours ; 
fogs  and  clear  weather  about  every  two  hours.     KeljD  and  feathers  in  large  quantities. 

Jan.  19.  Lat.  43°  29' S. ;  long.  58°  11' W.  Current,  If  knots  per  hour,  X.  E.  by  X.  Barometer, 
29.50;  temperature  of  air,  51°  ;  of  water,  51°.  Winds:  calm,  X.,  S.  W.  Middle  part,  squalls,  rain,  and 
calms,  very  changeable;  latter  part,  thunder,  lightning,  hard  squalls.  Much  kelp;  water  quite  blue;  wind 
from  W.  to  S.  W. 

Jan.  20.  Lat.  44°  36'  S. ;  long.  58°  36'  W.  Current,  Ih  knot  per  hour,  X^E.byX.  Barometer, 
29.70 ;  temperature  of  air,  54° ;  of  water,  51°.  Winds  :  S.  S.  W.,  X.  W.,  S.  Weather  changeable,  sometimes 
a  gale  and  sometimes  almost  calm.  Wind  sudden  in  its  changes,  clear  at  times  and  then  hard  squalls. 
Kelp  and  numerous  birds. 

Jan.  21.     Lat.  45°  05'  S. ;  long.  60°  21'  W.     Current,  1  knot  per  hour,  X.  E.  by  X.     Barometer,  29.70 ; 


568  TIIK   WIND   AND   CURRENT   CUARTS. 

temperature  of  air,  52° ;  of  water,  47°.  Winds :  calm,  S.,  N.  "W.  First  and  middle  parts,  calms  and  light 
airs ;  latter  part,  tine  breeze  and  clear  weather  ;  long  rolling  swells  from  south.  Kelps,  strong  rips  like 
tide  rips  ;  at  one  time  very  smooth,  at  another  very  rough.     Dark,  heavy  fog  bank  at  south. 

Jan.  22.  Lat.  47°  25'  S. ;  long.  60°  44'  W.  Current,  1  knot  per  hour,  N.  E.  by  N.  Barometer,  29.70 ; 
temperature  of  air,  52°  ;  of  water,  49°.  Winds  :  W.  N.  W.,  W.  S.  W.,  S.  S.  W.  Fine  clear  weather  for  24 
hours,  with  steady  breeze.  All  sail  set.  Barometer  no  use ;  varied  in  the  24  hours  from  29.50  to  29.90. 
At  4  P.  M.  sounded  in  GO  fathoms,  fine  dark  sand.  Kelp,  penguins,  and  numeroiis  other  birds.  To-day, 
noon,  water  quite  blue,  having  passed  this  morning  strong  tide  rips.     Sea  smooth  and  rough  at  times. 

Jan.  23.  Lat.  47°  58'  S. ;  long.  60°  36'  W.  Current,  A  knot  per  hour,  N.N.E.  Barometer,  29.90; 
temperature  of  air,  50°  ;  of  water,  49°.  Winds  :  S.  W.,  S.  W.  by  S.,  S.  W.  by  S.  Unsteady  winds,  hard 
flams,  and  smoky  looking  weather.  Kelps  and  seaweed.  Tacked  to  the  westward.  Heavy  rolling  sea  from 
S.  W.     Split  maintop-gallant  sail. 

Jan.  24.  Lat.  48°  01'  S.;  long.  60°  45'  W.  Barometer,  80.00  ;  temperature  of  air,  50°  ;  of  water,  49°. 
Calm  throughout  the  day.     A  heavy  rolling  sea  from  S.  W. 

Jan.  25.  Lat.  49°  57'  S. ;  long.  62°  30'  W.  Barometer,  29.70 ;  temperature  of  air,  50°  ;  of  water,  50°. 
Winds:  N.  N.  W.,  N.  W.,  N.  W.  First  part,  calms  and  light  airs;  middle  part,  moderate  breezes;  latter 
part,  thick  and  rainy,  fresh  breeze.     Water  much  discolored. 

Jan.  26.  Lat.  50°  06'  S. ;  long.  63°  06'  W.  Barometer,  29.60 ;  temperature  of  air,  50° ;  of  water,  50°. 
Winds :  W.  N.  W.,  S.  W.,  S.  S.  W.  First  part,  fine  breezes ;  all  sail  set.  At  8  P.  M.  wind  hauled  in  a  squall 
to  S.  S.  W.,  strong  gale  ;  double  reefs.  Latter  part,  heavy  sea  and  hard  gale  from  S.  W.  to  S.  S.  W. ;  close 
reefs.  Water  much  discolored.  No  doubt  soundings  extend  from  about  lat.  40°  40'  S.,  and  long.  57°  W. 
On  a  S.  S.  W.  line  per  Chart  to  Tierra  del  Fuego. 

Jan.  27.  Lat.  50°  27'  S. ;  long.  63°  02'  W.  Barometer,  29.60  ;  temperature  of  air,  50° ;  of  water,  49°. 
Winds:  S.S.  W.,  S.  W. byW.,  S.  S.  W.  Gales,  squalls,  and  variable  winds,  always  from  the  southward. 
Wore  ship  about  six  times  during  the  24  hours. 

Jan.  28.  Lat.  50°  7'  S. ;  long.  63°  35'  W.  Barometer,  29.70 ;  temperature  of  air,  49°  ;  of  water,  46°. 
Winds:  S.  W.,  W.,  S.  S.  W.  Through  this  24  hours,  strong  gales,  and  very  heavy  sea.  At  4  A.  M.  wind 
hauled  in  a  squall  from  S.  W.  by  W.,  to  S.  S.  E. ;  wore  ship.  At  5  A.  M.  wind  in  the  usual  quarter,  S. 
S.  W. ;  brig  in  company,  and  has  been  for  the  last  three  days. 

Jan.  29.  Lat.  50°  39'  S.;  long.  63°  57'  W.  Barometer,  29.80;  temperature  of  air,  50°;  of  water, 
48°.  Winds :  S.  S.  W.,  W.  S.  W.,  S.  W.  Fresh  gales,  and  squally ;  from  top-gallant  sails  to  close  reefs ; 
latter  part,  hard  hail  squalls  ;  large  quantities  of  keljD  ;  water  much  discolored ;  very  rough  sea  at  times,  and 
then  smooth;  four  sail  in  sight. 

Jan.  30.  Lat.  51°  23'  S.;  long.  64°  11'  W.  Barometer,  29.70;  temperature  of  air,  50°;  of  water, 
48°.  Winds:  S.  W.,  S.,  N.  N.  E.  First  part,  fresh  breezes,  squalls;  middle  part,  light  airs  and  calms; 
latter  part,  gentle  breeze  from  N.  N.  E.,  and  thick  weather ;  heavy  rolling  sea  from  south,  and  water  much 


CAl'E    HORN   TRACKS.  569 

discolored;  kelps;  wliitc  stormy  petrels,  the  first  I  Lave  ever  seen;  if  not  wliitc  petrels,  tlicy  liavc  tlie  same 
motions,  are  of  same  form  and  size,  and  follow  in  the  wake,  same  as  all  others ;  two  sail  in  comimny. 

Jan.  31.  Lat.  53°  26'  S.;  long.  63°  32'  W.  Barometer,  29.50;  temperature  of  air,  50°;  of  water, 
48°.  Winds :  N.  E.,  S.  "W".,  E.  S.  E.  First  and  middle  parts,  strong  breezes,  hard  hail  squalls,  and  steady 
rain  ;  latter  part,  squalls  and  rain  from  E.  S.  E  to  S. ;  water  quite  blue;  muoh  kelp  and  many  birds. 

Feb.  1.     Lat.  54°  29'  S. ;  long.  63°  39'  W.     Barometer,  29.70 ;  temperature  of  air,  46° ;  of  water,  45°. 

"Winds:  E.  S.  E.,  calm,  calm.     First  part,  moderate  ;  middle  and  latter  parts,  calm;  saw  the  land.  Cape  St. 

John,  S.  S.  E.  per  compass ;  am  satisfied  tliat  soundings  extend  much  farther  eastward  from  the  Eiver  La 

Plata  towards  the  Falkland  Islands,  tlian  laid  down  on  any  chart  I  have  seen ;  to-day  much  kelp,  and  strong 

ff 
tide  rips. 

Feb.  2.  Lat.  54°  04'  S.  long.  63°  38'  W.  Barometer,  29.60 ;  temperature  of  air,  46°  :  of  water,  45°. 
Winds:  calm,  calm,  S.  E.  Latter  part,  light  airs  from  S.  E.  Throughout  the  24  hours,  long,  rolling  swell 
from  S.  E. ;  Cape  St.  John,  S.  S.  E.  by  compass,  distant  about  30  miles. 

Feb.  3.     Lat. ;  long. .     Barometer,  29.50;  temperature  of  air,  44°;  of  water,  44°.     Winds: 

S.  E.,  N.  E.,  N.  E.  First  part,  very  light,  strong  2s .  N.  W.  current ;  middle  and  latter  parts,  fresh  from  N. 
E.,  and  fine  weather;  have  had  several  opportunities  to  test  the  correctness  of  chronometer  ;  find  it  perfect. 
At  noon,  west  end  of  Staten  Land,  N.  W.  by  W.,  i  W.  by  compass;  east  end,  N.  by  E. 

Feb.  4.  Lat.  56°  18'  S.;  long. .  Current,  2  knots  per  hour,  N.  E.  Barometer,  29.50;  temper- 
ature of  air,  45° ;  of  water,  46°.  Winds :  N.  E.,  N.  E.,  S.  S.  E.  First  and  middle  parts,  fresh  gale  and 
thick  rainy  weather ;  latter  part,  very  pleasant.     At  noon,  Cape  Horn,  W.  N.  W.,  i  W.  by  compass. 

Feb.  5.  Lat.  56°  37'  S.;  long.  69°  38'  W.  Current,  0.7  of  a  knot  per  hour,  N.  E.  by  E.  Barometer, 
29.40;  temperature  of  air,  46°  ;  of  water,  41°.  Wind:  N.  E.  throughout.  Steady  gentle  breeze  for  24 
hours,  from  3  to  6  knots  per  hour.  At  —  A.M.,  Diego  Kamircz,  K.  W.  l)y  compass,  distant  3  miles;  long. 
— ;  rolling  swell  both  from  east  to  west. 

Feb.  6.  Lat.  56°  29'  S. ;  long.  71°  30'  W.  Barometer,  29.65  ;  temperature  of  air,  48° ;  of  water,  46°. 
Winds:  S.,  S.  W.,  calm.  First  and  middle  parts,  very  light  airs,  and  pleasant;  latter  part,  calm,  and  light 
rain  squalls  from  N.  W. ;  no  kelp ;  whales  and  penguins  in  plenty. 

Feb.  7.  Lat.  56°  31'  S. ;  long.  72°  28'  W.  Barometer,  29.65 ;  temperature  of  air,  46°  ;  of  water,  46°. 
Winds:  W.  S.  W.,  W.  N.  W.,  W.  S.  W.  First  and  middle  parts,  very  light  breeze  ;  latter  part,  hard  hail 
squalls  with  strong  breeze. 

Feb.  8.  Lat.  56°  30'  S. ;  long.  74°  00'  W.  Barometer,  29.70 ;  temperature  of  air,  46°  ;  of  water,  44°. 
Winds :  W.  S.  W.,  variable,  N.  W.  by  W.  First  part,  squally ;  middle  part,  calms  and  light  variable  winds ; 
latter  part,  good  breeze  from  N.  AV.  by  W.,  and  squally. 

Feb.  9.  Lat.  56°  49'  S. ;  long.  77°  03'  W.  Barometer,  29.40  ;  temperature  of  air,  44° ;  of  water,  44°. 
Winds  :  K  W.  by  W.,  W.  N".  W.,  W.     Eain,  hall,  and  squalls  ;  sea  in  heaps,  very  thick  for  24  hours. 

Feb.  10.     Lat.  55°  11'  S. ;  long.  77°  17'  W.     Barometer,  29.60 ;  temperature  of  air,  44°  ;  of  water,  44°. 
Winds :  W.,  W.  S.  W.,  W.  N.  W.     Fresh  breeze  for  24  hours ;  bad  sea,  and  rough  weather. 
72 


570  THE  WIND  AND  CURRENT  CHARTS. 

Feb.  11.  Lat.  55°  50'  S. ;  long.  79°  55'  W.  Barometer,  29.25 ;  temperature  of  air,  45°  ;  of  water,  44° 
Wiud :  N.  W.  by  W.  tbrongliout.  Strong  gales,  hard  squalls,  and  roiigli  sea,  for  the  24  hours,  with  just  rain 
enough  to  keep  one  uncomfortable. 

Feb.  12.  Lat.  55°  46'  S. ;  long.  80°  20'  W.  Barometer,  29.20 ;  temperature  of  air,  43°;  of  water,  44°. 
Winds :  W.  N.  W.  and  W.  S.  W.,  W.,  N.  W.  by  W.  Same  as  yesterday,  only  that  the  hailstones  are  larger, 
and  squalls  more  violent.     Lat.  (D.  E).  55°  36';  long.  (D.  E.)  80°  49'. 

Feb.  13.  Lat.  56°  13'  S. ;  long.  80°  35'  W.  Barometer,  29.20 ;  temperature  of  air,  44°  ;  of  water, 
44°.  AVinds :  N.  W.  by  "W.,  W.  N.  W.,  W.  N.  W.  Strong  gales,  hard  squalls,  heavy  sea  and  close  reefs. 
Lat.  (D.  E.)  56°;  long.  (D.  E.)  81°  05'. 

Feb.  14.  Lat.  56°  37'  S. ;  long.  80°  52'  W.  (D.  E.)  Barometer,  29.20  ;  temperature  of  air,  44° ;  of 
water,  44°.  Wiud :  W.  N.  W.  throughout.  Hard  gales,  hard  squalls,  and  a  hard  time ;  close  reefs  and 
very  bad  sea. 

Feb.  15.  Lat.  55°  25'  S. ;  long.  80°  02'  W.  Barometer,  29.20  ;  temperature  of  air,  46 ;  of  water,  44°. 
Winds:  W.  N.  W.,  W.  N.  W.,  S.  W.  Strong  gales  and  hard  squalls  up  to  4  A.  M.  At  meridian  all 
reefs  out ;  squally.     Lat.  (D.  E.)  55°  23' ;  long.  (D.  E.)  80°  30'  W. 

Feb.  16.  Lat.  53°  54'  S.  (D.  E.) ;  long.  80°  15'  W.  (D.  E).  Barometer,  29.10 ;  temperature  of  air,  43° ; 
of  water,  44°.  Winds :  W.  N.  W.,  calm,  S.  E.  by  E.  First  part,  squally  and  variable ;  middle  part,  calm ; 
latter  part,  thick  and  rainy.     Very  heavy  swell  from  the  west ;  many  small  gulls  around  the  ship. 

Feb.  17.  Lat.  52°  38'  S. ;  long.  80°  15'  W.  Barometer,  29.20 ;  temperature  of  air,  44° ;  of  water,  44° ; 
Winds :  S.  S.  E.,  S.  W.,  W.  by  S.  First  part,  line  breeze ;  middle  j^art,  almost  calm ;  and  latter  part  squally. 
Lat.  (D.  E.)  52°  03' ;  long.  (D.  E.)  80°  50'.  If  our  indefatigable  Lieut.  Maury  can  find  a  passage  of  same 
length  of  time,  with  as  much  head-wind  in  it  as  this,  I  shall  believe  I  am  not  alone.  Shall  give  you  the 
true  lor/  distance  when  we  strike  the  S.  E.  trades. 

Feb.  18.  Lat.  50°  15'  S. ;  long.  80°  20'  W.  Barometer,  29.50 ;  temperature  of  air,  44° ;  of  water,  46°. 
Winds :  W.  by  S.,  AY.  S.  W.,  W.  S.  W.  Through  the  24  hours,  hard  squalls  and  very  large  hail-stones. 
Lat.  (D.  E.)  49°  56' ;  long.  (D.  E.)  80°  37'. 

N.  B.— In  all  eases  the  longitude  and  latitude  (D.  E.)  are  brought  forward  last  observations ;  log  regu- 
larly hove  every  two  hours  during  the  passage. 

Feb.  19.  Lat.  47°  45'  S. ;  long.  80°  46'  W.  Barometer,  30.00 ;  temperature  of  air,  45°  ;  of  water,  47°. 
Wiud:  AV.  S.  AY.  throughout.  First  part,  hard  squalls,  and  the  largest  hailstones  I  ever  saw;  middle 
part,  more  moderate ;  latter  part,  light  squalls.  All  canvas  set.  Large  flocks  of  birds.  Lat.  (D.  E.)  47° 
34' ;  long.  (D.  E.)  80.37. 

Contest,  fifty-three  days  out. 

Jan.  8,  1853.  Lat.  50°  46'  S. ;  long.  60°  55'  W.  Winds :  S.  W.  by  S.,  S.  W.  First  part,  brisk  breeze, 
and  cloudy;  middle  part,  moderate;  latter,  fresh.     Single  reefs. 


CAPE   HORN   TRACKS.  571 

Jan.  9.  Lat.  50°  32'  S. ;  long.  63°  W.  Winds:  S.  S.  W.,  S.  S.  W.,  N.  W. ;  comes  in  fresh  and  squally. 
A  strong  current  setting  to  the  S.  E.     Middle  and  latter  pai-ts,  light. 

Jan.  10.  Lat.  53°  30'  S.;  long.  Qi°  41'  W.  Winds:  N.  W.,  S.  W.,  S.  AV.  by  W.  First  part,  light 
adrs,  and  pleasant ;  middle,  light  breezes ;  latter,  moderate  and  fine.  Uavc  had  a  lai-ge  swell  heaving  from 
E.  N.  E.  since  6  this  morning. 

Jan.  11.  Lat.  56°  1-4'  S.;  long.  GG°  34'  W.  Wind.s:  W.?s.  W.,  W.,  S.  First  part,  pleasant  breezes. 
At  7  P.  M.  saw  Cape  St.  Diego,  bearing  S.  by  W.,  distant  ten  miles.  At  i)  P.  M.  passed  through  the  straits, 
Cape  Bartholomew  bearing  per  compass  east,  distant  ten  miles.  Latter  part,  strong  gales  from  south.  At 
meridian.  Cape  Horn  bore  W.  |  N.,  twelve  miles  distant. 

Jan.  12.  Lat.  57°  4'  S. ;  long.  05°  38'  W.  Winds:  S.  W.,  S.  W.  by  S.,  S.  W.  All  tlicse  twenty-four 
hours,  strong  gales,  with  hail  and  sleet  in  squalls. 

Jan.  13.  Lat.  58°  46'  S.;  long.  66°  2'  W.  Winds:  S.  W.,  calm,  W.  First  part,  fresh  breezes;  mid- 
dle, calm ;  latter,  light  and  rainy. 

Jan.  14.  Lat.  58°  33'  S. ;  long.  68°  44'  W.  Winds:  W.  S.  W.,  W.  S.  ^Y.,  W.  First  and  latter  parts, 
fresh  breezes ;  middle  part,  moderate. 

Jan.  15.  Lat.  59°  26'  S.;  long.  70°  25'  \V.  Winds:  W.,  W.  S.  W.,  calm.  First  part,  fresh  winds; 
middle,  light,  and  thick  weather ;  latter,  calm  and  thick. 

Jan.  16.  Lat.  57°  31'  S. ;  long.  74°  2'  W.  Winds :  calm,  S.  E.,  S.  W. ;  begins  calm ;  ends  fresh,  with 
a  rugged  cross  sea. 

Jan.  17.  Lat.  56°  8'  S.;  long.  76°  22'  W.  Winds:  W.  S.  W.,  W.  First  part,  fresh  and  cloudy; 
middle,  moderate;  latter  part,  strong,  with  thick  rainy  weather. 

Jan.  18.  Lat.  54°  27'  S.;  long.  79°  52'  W.  Winds:  W.,  S.  W.,  S.  W.  First  part,  fre.sh,  and  cloudy 
weather ;  middle,  rainy  ;  latter,  strong  and  squall3^ 

Jan.  19.  Lat.  50°  23'  S. ;  long.  81°  9'  W.  Winds:  S.  W.,  W.  S.  W.,  W.  S.  W.;  brisk  breezes  all 
these  twenty-four  hours,  with  cloudy,  misty  weather. 

/:  W.  Brune  (J).  C.  Landis). 

Jan.  10,  1853.  Lat.  49°  19'  S.;  long.  64°  5'  W.  Barometer,  29.8;  temperature  of  air,  56°;  of  water, 
54°.  Winds:  N.  N.  W.,  S.  E.,  S.  S. E.  First  part  line  breeze  and  pleasant;  middle,  light  and  baffling; 
large  swell  from  east;  latter  part,  light  and  i)leasaut. 

Jan.  11.  Lat.  51°  25'  S.;  long.  64°  50'  W.  Barometer,  29.25;  temperatm-e  of  air,  56°;  of  water, 
53°.  Winds:  E.  X.  E.,  N.,  W.  S.  W.  First  part,  light  and  pleasant;  barometer  falling;  middle  part, 
fresh  gales  and  rising  sea;  barometer  still  falling ;  latter  part,  hard  gales  and  heavy  sea.  I  notice  that  the 
sea  rises  fast  in  this  neighborhood. 

Jan.  12.  Lat.  53°  S.;  long.  64°  14'  W.  Current,  E.  K  E.,  |  knot  per  hour.  Barometer,  29.6; 
temperature  of  air,  54° ;  of  water,  46.  Wind :  W.  S.  W.  First  part,  strong  breezes ;  middle,  strong  gales, 
large  sea;  ship  laboring  very  much  ;  very  cold  ;  barometer  gradually  rising ;  latter  part,  pleasant. 


572  THE   WIND   AND   CURRENT   CHARTS. 

Jan.  13.  Lat.  by  the  land  5i°  45'  S.;  long,  by  tlie  land  63°  42'  W.  Current,  2  knots  per  hour, 
K  N.  W.  Barometer,  29.4 ;  temperature  of  air,  54°  ;  of  water,  45°.  AYinds:  W.  S.  W.,  AY.  N.  W.,  W.  by 
N.  Fir.st  part,  moderate  and  pleasant ;  smooth  sea ;  middle,  strong  breezes.  The  sea  has  the  appearance 
of  a  strong  current  tumbling  about  like  breakers.  At  9  A.  M.  east  end  of  Staten  Land  bearing  south  by 
compass.     Ends  strong  breezes  and  misty. 

Jan.  14.  Lat.  56°  16'  S.;  long.  62°  54'  W.  Current,  2  knots  per  hour,  E.  N.  E.  Barometer,  29.55; 
temperature  of  air,  52°;  of  water,  44°.  Winds:  W.  S.  W.,  S.  W.,  S.  W.  Fh-st  part,  fresh  breezes; 
appearance  of  strong  current;  middle,  fresh  gales;  water  smooth;  latter  jiart,  fresh  gales  and  squally. 

Jaa.  15.  Lat.  (D.  E.)  57°  7'  S.;  long.  (D.  E.)  63°  4'  AV.  Barometer,  29.15 ;  temperature  of  air,  52° ; 
of  water,  44°.  AVinds :  N.  by  AV.,  AV.,  N.  by  AV.  Fresh  breezes  and  smooth ;  middle  part,  moderate  and 
misty ;  latter,  light  and  foggy ;  heavy  swell. 

Jan.  16.  Lat.  (D.  E.)  57°  10'  S. ;  long.  (D.  E.)  63°  30'  AV.  Barometer,  29.15;  temperature  of  air, 
48°;  of  water,  44°.  A\nnds:  AV.,  S.  S.  AV.,  S.  S.  AV.  First  part,  moderate  and  rainy;  S.  AV.  swell; 
barometer  falling;  middle,  fresh  and  rainy;  barometer  continues  to  fall  until  11  P.  AL,  then  28.75.  After 
midnight,  it  rose  again  without  much  increase  of  wind ;  latter  part,  light  breeze ;  tremendous  heavy  swell 
from  AV.  S.  AV.  Can  this  have  been  a  gale  to  the  westward  of  us  which  caused  the  fall  of  the  barometer  ? 
It  certainly  has  been  blowing  hard  to  cause  all  this  sea. 

Jan.  17.  Lat.  57°  57'  S. ;  long.  63°  50'  W.  Current,  90  miles,  easterly  since  la.st  observation. 
Barometer,  29.48 ;  temperature  of  air,  49°  ;  of  water,  43°  ;  AVinds  :  S.,  S.,  S.  AV.  Moderate  and  cloudy, 
with  heavy  sea  from  S.  AV. ;  cold ;  middle  part,  light  and  baffling ;  ends  [)leasant. 

Jan.  18.  Lat.  58°  50'  S.;  long.  66°  33'  AV.  Current,  J  knot,  east.  Barometer,  28.9;  temperature 
of  air,  52° ;  of  Avater,  43° ;  AVinds  :  N.  AV.,  N.  N.  AV.,  calm.  First  part,  moderate  and  pleasant ;  heavy 
swell  from  the  westward;  middle  part,  fresh,  thick,  and  rainy;  ends  light  airs  and  calms;  foggy. 

Jan.  10.  Lat.  (D.  E.)  59°  10'  S.;  long.  66°  31'  AV.  Current,  1  knot  east,  per  hour.  Barometer, 
28.9;  temperature  of  air,  50°;  of  water,  43°.  AVinds  :  calm,  calm,  N.  N.  AV.  First  and  middle  parts  calm, 
heavy  swell  from  westward ;  ends  light  breezes.     The  barometer  has  remained  nearly  stationary. 

Jan.  20.  Lat.  59°  46'  S. ;  long.  67°  08'  AV.  Current,  1  knot  per  hour,  east.  Barometer,  28.9  ;  tem- 
perature of  air,  48°;  of  water,  42°.  AV^inds :  N.  N.  AV.,  S.  AV.,  AV.  S.  AA^.  First  part,  moderate  breezes 
and  rainy — very  cold;  ends  light  breeze  and  pleasant.  A  heavy  swell  from  the  westward.  Barometer 
remains  low  all  the  time;  it  appears  to  be  of  no  use  here,  though  I  will  continue  to  use  it  for  3'our  gratifi- 
cation. 

Jan.  21.  Lat.  (D.  E.)  59°  56'  S. ;  long.  (D.  E.)  69°  28'  AV.  Barometer,  28.75  ;  temperature  of  air,  48° ; 
of  water,  41°.  AVinds:  AV.,  N.,  E.  First  and  middle  parts,  light  winds  and  pleasant;  latter  part,  strong 
breezes  and  rainy ;  not  so  much  westerly  swell.     Barometer  all  the  time  very  low. 

Jan.  22.  Lat.  59°  36'  S.;  long.  73°  52'  AV.  Barometer,  29.3 ;  temperature  of  air,  53°  ;  of  water,  43°. 
AVinds:  S.  E.,  S.,  S.  S.  AV.     Throughout  moderate  breezes;  quite  smooth. 


11  CAl'K    HORN   TRACKS.  573 

Jan.  28.  T.at.  50°  IS'  S.;  long.  75°  00'  W.  Current,  f  knot,  E.  N.  K.  ]?aromcter,  29.5 ;  temperature 
U  of  air,  56°  ;  of  water,  43°.     AVinds:  S.  ^V.,  calm,  N.  \V.     Light  breezes  and  pleasant. 

Jan. 'il.  Lat.  59°  o'2' S.;  long.  78°  48' W.  Current,  I  knot,  E.  S.  E.  Barometer,  29.4  ;  temperature 
of  air,  48° ;  of  air,  4:',°.  Wind.s :  N.  W.,  N.  W.,  N.  X.  ^V.  Moderate  breezes  and  plea.sunt.  Heavy 
westerly  swell. 

Jan.  25.     Lat.  (D.  E.)  59°  14'  S. ;  long.  (D.  R.)  82°  10'  W.     Barometer,  28.8  ;  temperature  of  air,  48°  ; 

I  of  water,  4o°.  Winds:  N.  N.  W.,  N.,  S.  W.  First  part,  strong  breezes;  middle,  quite  moderate,  squally  ; 
ends,  blowing  bard  gales ;  cold,  rainy  weather. 

Jan.  26.  Lat.  (D.  R.)  58°  28'  S. ;  long.  (D.  R.)  82°  53'  W.  Barometer,  29.05  ;  temperature  of  air,  48° ; 
of  water,  43.  Winds:  S.  W.,  calm,  N.  N.  W.  First  part,  gales  and  high  sea;  but  moderating  towards  the 
last.     Middle  part,  light,  westerly  airs;  latter  part,  moderate  breezes,  thick  and  rainy. 

Jan.  27.  Lat.  57°  40'  S. ;  long.  88°  54'  W.  Current,  30  miles,  E.  S.  E.  since  last  observation.s.  Baro- 
meter, 29.3;  temperature  of  air,  48°;  of  water,  44°.  Wind:  W.  S.  W.  Fresh  breezes,  thick  and  rainy; 
blowing  in  flaws  quite  strong ;  a  westerly  swell. 

Jan.  28.  Lat.  55°  52'  S.;  long.  84°  41'  W.  Current,  1  knot,  east.  Barometer,  29.65 ;  temperature  of 
air,  48°;  of  water,  44°.  Winds:  S.  W.,  W.  S.  W.,  S.  W.  by  W.  First  part,  strong  gales  and  squally; 
heavy  westerly  swell.  ^Middle  part,  more  moderate ;  latter  part,  fresh  breezes  and  squally.  You  will 
observe  that  the  barometer  is  gradually  ranging  higher  as  we  decrease  our  latitude. 

Jan.  29.  Lat.  54°  34'  S. ;  long.  86°  13'  W.  Current,  none.  Barometer,  29.6 ;  temperature  of  air, 
48°;  of  water,  46°.  Winds,  S.  AY.,  calm,  N.  N.  E.  First  part,  fresh  breezes  and  pleasant;  middle  part, 
light  airs  and  calms ;  latter  part,  fresh  and  cloudy. 

Jan.  30.  Lat.  52°  11'  S.;  long.  89°  08'  AY.  Current,  none.  Barometer,  29.8;  temperature  of  air,  51°; 
of  water,  47°.  AYiuds:  N.  N.  E.,  E.  S.  E.,  S.  S.  AY.  Strong  breezes;  high  sea;  close  reefs ;  middle  part, 
blowing  heavy  in  squalls;  ends  more  moderate;  barometer  rising. 

Jan.  31.  Lat.  (D.  B.)  50°  46'  S. ;  long.  (D.  R.)  89°  09'  AY.  Barometer,  29.8 ;  temperature  of  air,  50°  ; 
of  water,  47°.  AA'iuds:  AY.  by  S.,  AY.,  N.  N.  AY.  First  part,  fresh  and  squally;  heavy  swell  from  S.  W.; 
middle  ])art,  moderate ;  latter,  fresh  and  S(^ua]ly. 

Feb.  1.  Lat.  50°  15' S.;  long.no  observation.  Current,  30  miles,  E.  N.  E.  since  last  observation. 
Barometer,  29.3;  temperature  of  air,  52°;  of  water,  48°.  AVinds:  K.,  N.  AV.,  and  AY.  First  part,  strong 
gales  and  disagreeable  weather;  turbulent  sea  from  X.  AY.;  appoarauee  of  a  strong  current;  middle  part, 
the  same ;  latter,  strong  breezes  and  hazy. 

Feb.  2.  Lat.  48°  50'  S. ;  long.  90°  00'  W.  Current,  E.,  one  knot  per  hour.  Barometer,  29.4  ;  temper- 
ature of  air,  52°;  of  water,  50°.  AYiuds:  W.  S.  AY.,  AA".,  AV^.  S.  AY.  First  and  middle  parts,  fresh  breezes 
with  heavy  sea  from  X.  AY.;  latter  part,  strong  breezes  with  large  swell  from  S.  AY.  AYe  have  had  a  constant 
current  from  the  westward,  amounting  to  580  miles  since  leaving  this  latitude  on  the  other  side.  The  bar- 
ometer does  not  appear  to  act  yet.  I  think  a  ship  in  this  part  of  the  world  is  much  better  without  one,  for 
it  causes  a  deal  of  anxiety,  and  uneasiness  of  mind  to  the  master. 


57.-i  THE  WIND  AND  CURRENT  CHARTS. 

/S'/(//)  Tiriiiqua  (S.  D.  "Wliitmore). 

Jan.  15,  1853.  Lat.  55°  20' S.;  loug.  C5°  35' W.  Barometer,  29.50 ;  temperature  of  air,  58°  ;  of  water, 
46°.  Winds:  First  part,  baffling;  middle  part,  calm;  latter  part,  W.  N.  W.  Commences  with  light  airs 
from  N.  W. ;  middle  part,  calm ;  latter  part,  fresh  breezes  and  pleasant.  At  -1  P.  M.  made  Cape  St.  Inez, 
S.  W.  by  W.,  30  miles.  At  -1  A.  M.  passed  witliin  one  cable's  lengtb  of  Cape  St.  Diego,  low  water.  No 
rip  off  the  capes  as  I  have  found  heretofore,  owing  to  the  tide  being  with  the  wind.  At  5  A.  M.  passed 
close  to  Good  Success  Bay.  The  American  barque  Virginian  getting  nnder  way,  standing  out.  He  reports 
leaving  New  York  five  days  before  me;  by  the  papers,  it  is  near  tv^-enty-five;  he  got  a  good  supply  of  wood 
and  water  at  Good  Success  Bay.  At  10  A.  11.  clear  of  the  straits ;  met  the  tide  wind  dying  away ;  at 
noon  calm,  with  light  rains ;  Cape  Good  Success,  N.  by  E.,  N.  I.  Islands  W.  by  S. ;  strong  flood  tide ; 
appearances  of  wind  from  the  S.  W. ;  barometer  falling  fast;  sent  down  skysail  yards  and  royal  studding- 
sail  booms.  This  gives  us  fifty-two  days  out.  "With  an  ordinary  chance  since  leaving  the  river,  it  might 
have  been  forty-five  days;  but,  since  then,  our  latitude  has  been  a  hard  one,  and  I  think,  at  this  season  of 
the  year,  there  is  no  need  of  keeping  so  close  to  the  land  after  leaving  Cape  St.  Augustine  to  the  Eiver 
Plata;  but,  since  then,  I  found,  as  I  increased  my  distance  from  the  land,  the  winds  are  less  favorable  and 
not  so  strong.  If  there  is  any  advantage  in  keeping  in  shore,  I  am  sure  I  have  bad  it  this  passage;  how- 
ever, I  shall  compare  logs  with  other  vessels  on  my  arrival  at  San  Francisco,  and  inform  you. 

Jan.  10.  Lat.  56°  37'  S.;  long.  6-1°  20'  W.  Temperature  of  air,  58° ;  of  water,  44°.  Variation,  29° 
40'.  Commences  calm ;  barometer  falling ;  at  6,  a  light  breeze  from  the  S.  W. ;  middle  part,  strong  breezes 
and  a  heavy  sea;  ship  laboring  heavily ;  latter  part,  fresh  gales  from  the  S.  W. ;  sea  more  regular. 

Jan.  17.  Lat.  55°  35' S. ;  long.  65°  15' W.  Temperature  of  air,  48°;  of  water,  4(3°.  Variation, 
29°  40'.  Wind:  llrst  part,  fresh  gales  from  the  S.  AV. ;  exchanged  colors  with  an  American  whale  ship; 
middle  part,  wind,  south ;  latter  part,  more  moderate ;  wind,  S.  S.  W. ;  saw  a  large  school  of  sperm  whales. 

Jan.  18.  Lat.  56°  38'  S.;  long.  08°  00'  W.  Barometer,  29°;  temperature  of  air,  50°;  of  water,  46°. 
Commences  with  light  winds  from  the  N.  W.,  and  ends  with  light  winds  from  S.  AV^. ;  north  point  of  land, 
S.  S.  AV.;  sugar-loaf  on  Terra  del  Fuego,  N.  by  AV. ;  current  having  set  us  to  the  northward  and  eastward 
40  miles  during  the  last  twenty-four  hours.  At  10  P.  Al.,  Hermit's  Isle  boi'e  west  five  miles  ;  steered  S.  i  E. 
for  Barnevelt's  Rocks,  going  eight  knots;  thick  weather;  saw  nothing;  presume  passed  to  the  eastward  of 
them. 

Jan.  19.  Lat.  56°  52'  S. ;  long.  67°  30'  AV.  Barometer,  28.5  ;  temperature  of  air,  44°  ;  of  water,  43°. 
AVinds :  first  part,  S.  AV.  light ;  middle  and  latter  parts  AV.  Boarded  by  the  Captain  of  an  American 
whaler,  who  reports  light  west  winds,  and  thick  rainy  weather  during  the  last  ten  days.  Preparing  for  a 
S.  W.  blow. 

Jan.  20.  Lat.  56°  52'  S. ;  long.  68°  15'  AV.  Barometer,  29.00  foiling;  temperature  of  air,  43°  ;  of 
water,  47°.  AVind :  moderate,  from  the  westward  all  day.  At  10  A.  if.  saw  Diego  Ramirez,  S.  W.  by  S. 
by  compass,  distant  20  miles.     Standing  close  in,  to  take  advantage  of  slants. 

Jan.  21.     Lat.  57°  07'  S. ;  long.  70°  00'  AV.    Barometer,  28.60 ;  temperature  of  air,  46°  ;  of  water,  43°. 


CAPK    UORX    TKAClvS.  575 

First  part,  a  moderate  W.  N.  W.  wind,  heading  as  -we  draw  near  the  land.  At  2  P.  ^[.  made  the  land, 
distant  15  miles;  very  hazy;  indications  of  a  northerly  wind.  At  4  P.  M.  tacked  4  miles  from  the  land. 
At  5  P.  M.  calm.  Current  setting  to  the  eastward  about  h  a  knot.  Middle  part,  N.  N.  W.  At  G  P.  M. 
breeze  sprung  up  at  N.,  increased,  hauled  to  N.  E.,  and  back  to  N.  N.  W.  Latter  part,  wind  W.  N.  W. ; 
lirst  of  it  a  double-reefed  topsail  breeze;  latter,  light  breezes  and  tine  weather;  tacked  ship,  all  sail.  B.tto- 
meter,  28.60  ;  for  my  part,  I  put  more  confidence  in  the  temperature  of  the  water,  than  in  anything  else  in 
these  latitudes,  as  I  have  not  been  deceived  as  yet,  especially  as  regards  shifts,  rising  previous  to  south  and 
wes  winds,  and  rice  versa. 

Jan.  22.  Lat.  55°  23'  S. ;  long.  74°  15'  W.  Barometer,  29  ;  temperature  of  air,  44°  ;  of  water,  45°. 
First  part.  Winds :  S.  S.  W. ;  middle  and  latter  j)arts,  S.  ^V.  Fresh  gales  and  a  heavy  sea ;  carrying  top- 
gallant-sail over  single  reefs. 

Jan.  23.  Lat.  55°  37'  S. ;  long.  74°  12'  W.  Barometer,  29.30 ;  temperature  of  air,  53° ;  of  water,  44°. 
AVinds:  first  part,  w'cst  and  frech;  middle  and  latter  parts,  baffling;  quite  a  change  in  the  weather.  Spoke 
the  brig  Mars,  24  days  from  Valparaiso ;  a  long  passage  ;  land  in  sight  to  leeward ;  tacked  ship  to  south- 
ward ;  Cape  Gloucester  bearing  E.  N.  E.  10  miles. 

Jan.  24.  Lat.  55°  07'  S. ;  long.  77°  25'  W.  Barometer,  29.10 ;  temperature  of  air,  52°  ;  of  w^ater,  42°. 
Winds:  first,  N. ;  middle,  N.  W  ;  latter,  N.  N.  E.  Baffling  winds  anel  cloudy;  saw  sperm  whales  in  schools. 
Ends  rainy. 

Jan.  25.  Lat.  55°  00'  S. ;  long.  80°  24'  W.  Barometer,  29  ;  temperature  of  air,  54°  ;  of  water,  43°. 
Winds :  first  part,  N".  IST.  W. ;  middle,  N.  W. ;  latter,  W.  N.  W.  Strong  winds,  and  dark  cloudy  weather. 
At  8  P.  M.  wind  heading ;  appearances  of  a  change.  At  4  A.  M.  wore  ship  to  the  IST. ;  think  I  am  clear  of 
Cape  Horn ;  heavy  irregular  sea ;  wind  heading  us  to  N.  N.  E.  2  hours,  when  it  came  back  to  its  old  quarter. 

Jan.  26.  Lat.  52°  30'  S. ;  long.  80°  30'  W.  Barometer,  29.30 ;  temperature  of  air,  4S°  ;  of  water,  44°. 
Wind :  strong  from  W.  N.  W.  during  the  day,  with  dark  cloudy  weather. 

Jan.  27.  Lat.  49°  15'  S. ;  long.  80°  32'  W.  Barometer,  29.75  ;  temperature  of  air,  54° ;  of  water,  50°. 
Wind  and  Aveather,  same  as  yesterday. 

Jan.  28.  Lat.  46°  20'  S. ;  long.  80°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  60°  ;  of  water,  58°. 
Dark  cloudy  weather,  with  a  W.  N.  W.  wind.     Barometer  rose  until  2  P.  M.  and  there  stopped. 

Alhoni  (N.  E.  Littlefield). 

Jan.  18,  1853.  Lat.  54°  37'  S.;  long.  64°  55'  W.  Barometer,  28.20;  temperature  of  air,  40°;  of 
water,  41°.  Winds:  west,  W. S.  W.,  south.  First  part,  light;  middle,  fresh  gales,  very  thick.  At  11 
A.  AI.  entered  the  Straits  of  Le  Maire ;  very  heavy  squalls  from  the  south,  and  thick,  which  ended  in  a 
heavy  gale. 

Jan.  19.  Lat.  54°  33' S.;  long.  63°  40' W.  Current,  28  miles,  east.  Barometer,  28.10 ;  temperature 
of  air,  39°  ;  of  water,  40°.     Winds:  S.  S.  W.,  S.  W.,  S.  W.     First  part,  heavy  gale,  with  much  rain;  the 


576  THE    WIND    i\-NU    CUKKENT    CHAKTS. 

land  entirely  shut  in ;  middle  and  latter,  thick  and  rainjr.     At  9  P.  M.  Cape  St.  John  in  sight,  bearing  S.  W., 
19  miles  distant. 

Jan.  20.  Lat.  55°  10'  S. ;  long.  G2°  52'  W.  Current,  20  miles,  east.  Barometer,  28.30 ;  temperature 
of  air,  40°;  of  water,  41°.     Wind:  S.  W.     Fresh  gales,  Avith  much  rain. 

*  Jan.  21.  Lat.  50°  20'  S. ;  long.  63°  35'  W.  Current,  10  miles,  east,  for  the  day.  Barometer,  28.40; 
temperatui'c  of  air,  41°;  of  Avater,  41°.  Winds:  S.  W.,  calm,  W.  N.  W.  First  part,  fresh;  ends,  fresh 
and  sijually. 

Jan.  22.  Lat.  57°  20'  S.;  long.  65°  20'  W.  Barometer,  28.60;  temperature  of  air,  41°;  of  Avater, 
40°.  Winds  :  W.,  S.  W.,  S.  S.  W.  Fir.st  part,  fresh  ;  middle,  very  heavy  squalls ;  latter,  fresh ;  large  sea 
from  S.  W. 

Jan.  23.  Lat.  56°  36'  S. ;  long.  65°  20'  W.  Barometer,  28.00 ;  temperature  of  air,  40° ;  of  Avater, 
41°.  AVinds:  S.  W.  by  W.,  S.  W.,  S.  S.  W.  First  part,  fresh  gales;  middle,  heavy  gales;  latter,  fresh 
rain  squalls. 

Jan.  24.  Lat.  56°  36'  S. ;  long.  65°  20'  W.  Barometer,  29.00 ;  temperature  of  air,  38°  ;  of  Avater,  40°. 
Winds:  S.  W.,  calm,  N.  E.     Fii'st  part,  fresh  and  clear;  latter,  very  light  and  cloudy. 

Jan.  25.  Lat.  57°  27'  S. ;  long.  71°  26'  W.  Barometer,  29.10  ;  temperature  of  air,  42° ;  of  Avater,  40°. 
Winds :  N.  N.  E.,  W.  N.  W.,  S.  W.  All  day,  light  and  pleasant ;  all  sail  set  to  main  skysail ;  Cape  Horn 
in  sight. 

Jan.  26.  Lat.  57°  07'  S.;  long.  73°  W.  Barometer,  28.30;  temperature  of  air,  40°;  of  AN-ater,  42°. 
Winds:  W.  S.  W.,  S.  W.,  S.  W.     Fresh  and  squally. 

Jan.  27.  Lat.  57°  00'  S.;  long.  74°  15'  W.  Barometer,  29.00;  temperature  of  air,  42;  of  Avater,  41°. 
Winds:  S.  W.  by  W.,  W.  S.  W.,  S.  W.     Fresh,  Avith'rain  squalls. 

Jan.  28.  Lat.  55°  39'  S.;  long.  75°  48'  W.  Barometer,  28.50;  temperature  of  air,  42°;  of  Av-ater, 
40°.     W^inds :  W.  S.  AV.,  AV.  S.  W.,  S.  AY.     Fresh  gales  and  rain  squalls.      .  , 

Jan.  29.  Lat.  54°  44'  S.;  long.  76°  35'  AY.  Barometer,  28.40 ;  temperature  of  air,  43°  ;  of  A^'ater,  41°. 
Wind :  N.  E.,  south,  south.  First  part,  light ;  middle,  wind  canted  suddenly  to  soiith,  and  blcAV  a  furious 
gale.     Lost  the  foretopsail. 

Jan.  30.  Lat.  52°  49'  S.;  long.  82°  00'  AY.  Barometer,  28.00;  temperature  of  air,  58°;  water,  40°. 
AYinds:  S.  S.  W.,  south,  AY.  S.  W.  First  part,  heavy  gale;  middle,  fresh  gale;  latter,  strong  gale,  with  rain. 
I  noAV  consider  that  Ave  are  fairly  past  Cape  Horn,  and  never,  in  one  instance,  has  my  barometer 
deceived  me. 

Jan.  31.  Lat.  50°  36'  S.;  long.  83°  45'  AY.  Barometer,  29.15;  temperature  of  air,  51°;  of  Avater, 
42°.  AYinds:  W.,  AY.  S.  AV.,  AY.  S.  AY.  First  part,  fresh  gales;  middle  and  latter,  strong  gales,  thick 
and  cloudy. 

Feb.  1.  Lat.  50°  00'  S. ;  long.  85°  13'  AY.  Barometer,  29.00 ;  temperature  of  air,  52°  ;  of  water,  47°. 
AYinds :  W.  by  N.,  N.  N.  AY.,  AY.  S.  AY.     First  part,  light ;  middle  and  latter,  fresh,  thick,  and  rainy. 


CAl'E    llOKN    TlvACKS;.  577 


I  dqjl.  Phi/mci/,  of  Ihc  Kcnlucky^  h  Lkid.  Maury. 

Herewitli  inclosed  you  have  an  abstract  of  my  passage — sLip  Kentuckj'.  It  will  bo  seen  that  I  had  good 
N.  E.  trades,  and  lost  tlicm  in  about  5°  IST.,  30°  20'  W. ;  19  days  from  Boston ;  an  old-fashioned  sliip,  and  very 
deep ;  that  I  had  very  little  calm  or  rain,  but  almost  immediately  took  the  S.  E.  trades,  liglit  and  ijaflling, 
crossed  the  equator  in  32°  40',  24  days  out;  wind,  S.  E.;  made  two  sliort  tacks  to  eastward  in  the  vicinity 
of  Eocas;  passed  17  miles  west  of  same,  and  cleared  St.  Eoquc  in  27  days,  running  all  one  day  near  the 
land,  in  about  10  fixthoms  water;  crossed  the  parallel  of  Eio  in  .'Jlj  days,  and  from  thence  to  CajJC  Horn 
I  had  a  very  poor  chance.  Entered  the  Straits  of  Le  ilaire  in  65  days,  and  in  70  was  west  of  the  cape, 
with  but  little  bad  weather,  and  no  easterly  current;  neither  did  I  feel  that  strong  westerly  set,  between 
the  line  and  St.  Koque,  so  much  spoken  of  and  feared. 

From  Cape  Ilorn  till  I  toolc  the  S.  E.  trades,  in  35°  S.,  105°  W.,  I  was  o(i  days,  with  almost  a  constant 
succession  of  N.  W.  gales. 

I  crossed  the  line  in  113°  10'  W.,  122  days  out ;  took  the  X.  E.  trades  in  5°  N.,  and  lost  them  in  26° 
00';  after  which,  mj^ prevailing  wind  was  farther  southward,  but  liglit  and  baffling,  and  soon  calms;  arrived 
in  port  this  day,  making  my  passage  in  147  days. 

In  conclusion,  I  cannot  refrain  from  expressing  my  sense  of  the  benefit  I  feel  that  j^our  labors  have 
already  conferred  upon  the  commercial  world ;  and  also,  my  hope  that  you  may  be  permitted  to  follow  up 
these  researches  and  investigations,  by  which,  I  believe,  navigation  will  in  a  few  years  become  quite  a 
different  matter  from  what  it  has  been  in  times  past. 

Sliip  Kcrduckij.  ■  ■  " 

Jan.  28,  1853.  Oft'  Cape  San  Diego,  Straits  of  Le  Maire.  Barometer,  29.30.  Wind  :  S.  W. ;  squally, 
variable,  and  bad  weather.  At  daylight,  made  the  land  ;  Cape  St.  Vincent  bearing  S.  S.  E.  Entered  the 
Straits  of  Le  Maire  as  far  as  Cape  San  Diego;  the  wind  veering  to  S.,  and  blowing  violently  in  squalls  ; 
wore  ship  and  stood  out ;  two  barques  in  company — all  under  close  reefs  ;  bad  weather. 

Jan.  29.  Off  Cape  Good  Success.  Barometer,  29.40.  Winds:  S.  W.,  S.  W.,  W.  S.  W.  Hard  gales 
and  violent  squalls.  At  daylight,  run  through  as  far  as  Cape  Good  Success,  when  the  wind  veering  to  S. 
"W.,  blowing  violently,  and  a  heavy  sea,  wore  ship,  and  stood  back  again. 

Jan.  30.  Off'  Cape  San  Diego.  Winds  :  W.  S.  W.,  S.  S.  W.,  S.  S.  W. ;  laying  under  lee  of  Cape  St. 
Vincent ;  violent  squalls  and  hard  gales.  In  the  morning,  calm,  w'ith  light  airs  from  X.  E.  Made  all  sail, 
and  entered  the  straits.  Spoke  barque  Gold  Hunter,  of  and  from  Bath,  nimty  days  out ;  we  are  sixly-seven. 
Ends  off  San  Diego.  ' 

Jan.  31.  Cape  Horn  bearing  W.  S.  W.,  40  miles  distant.  Winds:  E.,  E.  S.  E.,  calm.  Light  airs  from 
the  eastward,  and  fine.     At  8  A.  M.  made  Cape  Horn.     Ends  calm. 

Feb.  1.     Cape  Horn  bearing  W.  by  S.  |  S.,  distant  20  miles.     Winds:  W.  X.  W.,  W.  S.  W.,  W.  S. 
AV.;  moderate,  baffling  winds  during  the  night;  latter  part,  squally,  with  hail. 
73 


573  THE  WIND  AND  CURRENT  CHAKTS. 

Feb.  2.  Cape  Horn  bearing  N.  by  W.,  distant  25  miles.  Barometer,  29.40.  AVinds:  calm,  calm,  N. 
E.,  baflling;  calm,  baffling,  sqnallj  weather;  latter  part,  light  breeze  from  N.  E.  I  have  experienced  uo 
easterly  cnrrcnt  off  the  cape,  yet.     Barometer,  useless. 

Feb.  3.  Lat.  5G°  2-4'  S.;  long.  71°  10'  W.  Barometer,  2S.9(3 ;  AVinds,:  KE.,  N.E.byE.,  N.N.W. 
Good  breezes  ;  latter  part,  moderate  and  baffling;  calm,  showery,  light  weather. 

Feb.  4.  Lat.  56°  2-±'  S.;  long.  72°  43'  W.  Barometer,  28.94.  Winds:  N.N.W.,  S.  W.,  N.N.W. 
Fine  weatlicr;  middle  and  latter  parts,  calm,  baffling,  and  rainy.     Ends  fine. 

Feb.  5.  Lat.  50°  07' S.;  long.  73°  55' W.  Barometer,  29.10.  Winds:  K,  calm,  calm.  Calms  and 
light  baffling  airs.     Lai'ge  swell  from  N.  W.  ...  .  . 

Feb.  G.  Lat.  55°  49'  S. ;  long.  75°  02'  W.  Barometer,  29.50.  AViuds:  S.  AY.,  W.  S.  AV.,  AY.  Light 
airs  throughout;  heavy  swell  from  N.  AY. 

Feb.  7.  .  Lat.  55°  04'S.(D.E.);  long.  77°  01' W.(D.R.)  Barometer,  29.55.  Winds:  AY.,  S.  AY.  by  W., 
AY.  S.  AY.     Moderate,  cloudy,  and  squally.     Tacked  to  north  at  midnight. 

Feb.  S.  Lat. 53°  35'  S. ;  long.  77°  24'  AY.  Current,  1  knot  per  hour,  E.  Barometer,  29.52.  Winds: 
AY.,  AY.  by  N.,  AY.  N.  AA^.     Moderate  and  rainy.     In  the  morning  brisk  gale,  and  large  sea  from  N.  AY. 

Feb.  9.  Lat.  54°  11'  S.;  long.  78°  5(3' W.  Barometer,  29.30.  AViuds:  AY.N.AA^,  AY.,  AY.  S.  AY. 
Hard  gales  and  liigb  sea.     Ends  moderate,  anel  llu'ck  Jvij. 

Feb.  10.  Lat.  53°  05'  S.  (D.R.);  long.  80°  20'  AY.  (D.  R.)  Barometer,  29.20.  AYinds:  N.AY.,  N.AY., 
N.  AY.  by  AY.     Strong  gales,  and  thiclc  rainy  weather. 

Feb.  11.  Lat.  53°  55' S.;  long.  82°  00' AY.  Barometer,  28.90.  Wind:K.  W.  Hard  gales  and  squally. 
Two  ships  in  company. 

Feb.  12.  Lat.  53°  15'  S.;  long.  82°  00'  AY.  Current,  1  knot  per  hour,  E.  Barometer,  29.30. 
AYinds:  AY.  N.  W.,  AY.,  AY.N.  AY.     Hard  gales  and  squally.     Latter  part,  nearly  calm. 

Feb.  13.  Lat.  53°  53'  S.;  long.  83°  10'  AY.  Current,  i  knot  per  Iiour,  E.by  S.  Barometer,  29.10. 
AYinds:  AY. N.  AY.,  AY.N.  AY.,  AY. by  N.     Tremendous  gales  and  very  bad  sea. 

Feb.  14.  Lat.  52°  55';  long.  82°  30'  AY.  Current,  J  knot,  E.  Barometer,  29.20.  AYind:  AY.  by  N. 
Violent  gales,  and  hard  squalls  of  rain  and  hail  all  day. 

Feb.  15.     Lat.  52°  05' S.;  long.  82°  45' AY.     Current,  1  knot,  E.  S.  E.     Barometer,  29.10.     AYinds:" 
AY.  N.  AY.,  calm,  AA^.  S.  AY.     Hard  gales.     At  6  P.  AL  calm.     Latter  part,  liard  gales  from  same  old  quarter. 

Feb.  16.  Lat.  51°  31'  S.;  long.  82°  30'  AY.  Current,  i  knot,  E.  AYinds:  AY.S.AY.,  AY.,  AY. N.AY. 
Hard  gales  and  bad  sea  all  day. 

Feb.  17.  Lat.  50°  48'  S. ;  long.  82°  30'  AY.  Current,  J-  knot,  E.S.E.  AYinds:  AY.byS.,  AY.S.AY., 
AY.  S.  AY.     Hard  gales  and  bad  sea. 

San  FrvANCisco,  Ajrril  11,  1853. 
Lieut.  Maury  :  I  herewith  send  my  abstract  log  of  my  passage  to  this  port,  and  I  am  happy  to  say, 
that  I  feel  indebted  to  your  Charts  and  Directions  for  my  short  passage.     I  crossed  the  line  in  35°  30'  in 


CAPE    HORN    TRACKS.  579 

less  than  18  days  from  New  Yorlc,  and  had  no  difTicuIty  in  beating  past  Capo  St.  Rof[ne  the  25th  day  out, 
and  T  have  beaten  everythino-  that  sailed  abonl  tlic  time  I  did.  It  was  my  intention  to  go  inside  the  Falic- 
land  Islands,  but  the  weather  prevented  me,  and  1  find,  since  tny  arrival,  that,  by  going  outside,  I  gained 
considerably  on  other  vessels. 

I  expect  to  leave  here  for  ^fanilla;  and  I  regn-t  that  I  have  not  similar  means  of  knowing  the  winds 
and  phenomena  of  the  Pacilic,  that  your  Charts  give  of  the  Atlantic.  1  shall  forward  my  next  abstract, 
and  think  it  a  slight  testimonial  for  the  benefit  received. 

Clipper  Barque  Slorm  (John  P.  Eoberts),  New  York  to  San  Francisco. 

Jan.  31,  1853.  Lat.  40°  -±9'  S.;  long. -41:°  00'  W.  Barometer,  20.90;  temperature  of  air,  59";  of 
water,  61°.  Winds:  S.  W.  during  first  part;  middle  and  latter  part,  S.  S.  W.,  and  N.  E.  First  part, 
moderate  winds  and  a  heavy  sea.  At  6  P.  M.  wore  ship  to  the  \y.  by  N.;  middle  jiart,  calm;  latter  part, 
moderate  breezes  from  the  northeast.  Observation,  S.  67°  W.  Distance,  63  miles.  1  think  I  have  missed 
it  by  not  running  close  to  Cape  Frio,  and  running  the  coast  down,  as  it  appears  to  be  a  dead  beat  to  wind- 
ward from  where  we  are  now.  The  Pilot  Charts  give  me  the  chance  for  fair  winds  against  head  ones,  in  the 
proportion  of  about  8  to  2,  for  making  a  course  from  "W".  S.  W.  to  S.  S.  W.  The  results  will  show  how 
near  it  comes  to  the  mark.     Forty-one  days  out. 

Feb.  1.  Lat.  42°  40'  S. ;  long.  4(3°  53'  W.  Barometer,  29.17  ;  temperature  of  air,  G5°  ;  of  water,  56°. 
Winds:  during  first  and  middle  part,  N.  FL  by  E. ;  latter  part,  W.  S.  AV.  First  and  middle  parts,  fair  and 
all  sail  set;  latter  part,  heavy  gales;  ship  under  do\d)le  reefs.  Although  various  navigators  agree  in  say- 
ing that  the  barometer  is  not  to  be  relied  on  in  these  latitudes,  mine,  thus  far,  has  been  an  unfailing  guide. 
Observation,  S.  48°  W.     Distance,  166  miles. 

Feb.  2.  Lat.  44°  27'  S. ;  long.  47°  38'  W.  Barometer,  29.85;  temperature  of  air,  56.  Winds:  W. 
S.  W.,  W.  N.  W.,  W.  S.  W.  Blowing  heavy  and  a  high  sea  running.  Wore  ship  to  N.  W.  Distance, 
by  observation,  112  miles  S.,  17°  W. 

Feb.  3.  Lat.  43°  OS'  S. ;  long.  48°  20'  W.  Wind :  W.  S.  W.  throughout.  Heavy  gales  first  and 
middle  parts;  latter  part,  moderate.  At  8  A.  M.  tacked  to  the  south.  Distance,  by  observation,  84  miles 
N.,  20°  W. 

Feb.  4.  Lat.  44°  27'  S. ;  long.  50°  17'  W.  Barometer,  29.30.  Winds :  N.  E.,  N.  W.,  S.  S.  W.  First 
part,  moderate;  middle,  heav}^  thunder  squalls,  with  most  vivid  lightning;  latter  part,  fair,  moderate  wind. 
Tacked  at  4  A.  M.  to  west ;  water  dark  green.     Distance,  by  observation,  116  miles  S.,  47°  W. 

Feb.  5.  Lat.  46°  28'  S. ;  long.  52°  20'  W.  Barometer,  29.00.  Winds :  N.  W.,  W.,  W.  S.  W.  First 
and  middle  parts,  fine ;  latter  part,  heavy  gales ;  weather  clear  and  cold.  Distance,  by  observation,  166 
miles  S.,  31°  30'  W. 

Feb.  6.  Lat.  48°  47'  S.;  long.  53°  00'  W.  Barometer,  29.50.  Wind:  W.  S.  W.  throughout.  First 
and  middle  parts,  .strong  gale;  latter  part,  moderate.     Distance,  by  observation,  122  miles  S.,  13°  W. 

Feb.  7.     Lat.  49°  25'  S.;  long.  53°  40'     Barometer,  29.60.     First  and  middle  parts,  calm;  latter  part. 


580  THK    WIND    AND    CURRENT    CHARTS. 

wind  all  round  the  compass;  morning  rainy,  and  wind  east  two  hours;  at  noon,  a  fresh  west  wind,  with  a 
dense  fog.     Distance,  by  observation,  47  miles  S.,  3G^  W. 

Feb.  8.  Lat.  51°  00'  S.';  long.  5G°  45'  AY.  Barometer,  29.70.  Winds:  W.  to  S.  E.,  S.,  W.  Com- 
mences with  foggy  weather  and  iresh  breeze.  At  4  P.  M.  wind  changed  to  S.  E. ;  at  midnight,  tacked  to 
S.  S.  E.  Morning,  fresh  breeze  and  hazy  weather.  Passed  some  kelp.  Distance,  by  observation,  152 
miles  S.,  41°  ^Y. 

Feb.  9.  Lat.  52°  05'  S. ;  long.  57°  45'  W.  Barometer,  29.70.  First  part,  fine  breeze  from  S.  by  W., 
and  pleasant ;  at  4  P.  M.  tacked  to  W.  by  S. ;  at  8  P.  !M.  to  S.  S.  E. ;  daylight,  made  the  laud  west,  ten 
miles;  saw  nnnierous  whales,  penguins,  and  kelp.  Middle  part,  calm;  latter  part,  west;  hauled  to  N.  E. 
at  noon,  with  fine  weather.     Distance,  by  observation,  75  miles  S.,  30°  W. 

Feb.  10.  Lat.  54°  18'  S.;  long.  Gl°  30'  W.  Current,  U  knot  per  hour,  N.  E.  Barometer,  29.37. 
"Winds:  N.  N.  W.,  N.  AY.,  AY.;  fine  weather  and  moderate  breeze.  At  11  P.  M.  passed  within  five  miles 
of  Beauchure  Island  to  the  S.  Morning,  thick  fog;  saw  whales.  Distance,  by  oljservation,  190  miles  S., 
45°  30'  AY.;  by  log,  190  miles. 

Feb.  11.  Lat.  55°  01'  S. ;  long.  63°  14'  \Y.  Barometer,  29.40.  AYinds :  S.  S.  AY.,  calm,  AY.  N".  AY. ;  fair 
weather,  moderate  breeze.  At  2  P.  M.  tacked  to  the  westward;  at  daylight,  saw  Staten  Land,  bearing  AV. 
S.  AY.  30  miles;  at  10  A.  M.  passed  through  a  strong  tide  rip,  running  N.  AY.  and  S.  E.  Distance,  by 
observation,  74  miles  S.,  54°  AA-^. 

Feb.  12.  Lat.  5G°  44'  S.;  long.  67°  03'  AY.  Barometer,  29.04.  AYinds:  AY.  N.  AY.,  AY.  N.  AY.,  AY. 
to  S.  ^Y.  First  and  middle  parts,  fine ;  at  8  A.  M.  Cape  Horn  bore  AY.  N.  AY.  fifteen  miles.  Latter  part, 
strong  gale;  a  heavy  swell  from  the  westward.  Distance,  by  observation,  164  miles  S.,  51°  AY.;  by  log, 
230  miles. 

Feb.  13.  Lat.  56°  50'  S. ;  long.  68°  35'  AA^  Barometer,  29.36.  AYinds :  AY.,  AY.  S.  AY.,  K  AY.  by 
AY.  First  part,  strong  gales  from  west ;  spoke  the  brig  Alfonso,  85  days  from  Boston  for  San  Francisco ; 
at  8  P.  M.  tacked  to  N.  W.;  at  4  A.  M.  tacked  to  S.  AY.  Ends  with  strong  breeze,  rainy  weather,  and 
heavy  sea.     Distance,  by  observation,  50  miles  AY.,  7°  S.     Fifty-four  days  out. 

Feb.  14.  Lat.  58°  08'  S.;  long.  71°  11'  AY.  Barometer,  29.00.  AYinds :  N.  AY.,  AY.  by  N.,  AY.  N.  AY. 
First  part,  a  heavy  squall;  middle  part,  more  moderate.  Spoke  the  barque  A.  F.  Jenness,  138  days 
from  Philadelphia,  via  Eio  Janeiro,  46  days,  bound  to  San  Francisco.  Ends  with  fine  weather.  Distance, 
by  observation,  116  miles  S.,  47°  AY. 

Feb.  15.  Lat.  59°  07'  S. ;  long.  74°  15'  AY.  Barometer,  28.80.  AYinds:  AY.  N.  AY.,  AY.  N.  AY.,  baf- 
fling from  AY.  N.  AY.  to  AY.  First  and  middle  parts,  cloudy  weather  and  moderate  breeze.  Latter  part, 
light,  changeable  airs,  and  hail  squalls.  Ends  calm.  Barometer,  low,  and  falling.  Distance,  by  observa- 
tion, 114  miles  S.,  58°  AY. 

Feb.  16.  Lat.  57°  43' S.;  long.  74°  55'  AY.  Barometer,  28.73.  AYinds:  calm,  S.,  AY.  First  part, 
calm;  middle  part,  strong  gale.  Morning,  light  airs,  and  cloudy.  Distance,  by  observation,  114  miles  S., 
59°  AY. 


CAI'K    IliiHN    TKACKS.  .  581 

Feb.  17.  Lat.  56°  24  S. ;  long.  7G°  o2'  W.  Barometer,  28.70.  Winds:  S.  \V^,  S.  W.,  N.  W.  First 
and  middle  jiarts  moderate  breezes,  and  thick,  threatening  weather.  Jlorning,  light  wiiul ;  ;it  10  A.  M. 
tacked  W.  S.  W.     Ends  with  strong  breeze.     Distance,  by  observation,  95  miles  N.,  33°  \V. 

Feb.  18.  Lat.  55°  05'  S.;  long.  77°  20'  W.  Barometer,  29.  Winds:  W.,  N.  W.,  W.  S.  W. 
First  and  middle  parts,  fresh  breeze;  tacked  twice;  latter  part,  serially.  Spoke  the  Chilian  .ship  Jesus 
Kamos.  She  reported  speaking  tlie  .Tacob  Bell  (clipper)  on  the  lOth.  She  left  iSIcw  York  nine  days  before 
us.     Distance,  by  observation,  84  miles  N.,  19°  W. 

Feb.  19.  Lat.  52°  9'  S. ;  long.  78°  18'  W.  Barometer,  29.50.  Winds  :  W.  S.  W.,  W.,  W.  S.  W. 
Heavy  and  frecpient  stpialls  and  a  high  sea.  Weather  cold  and  cloudy.  Distance,  by  observation,  220 
miles  X.,  23°  W. 

A.  F.  Jenness  (S.  B.  Ilorton). 

Feb.  3,  1853.     Lat.  51°  30'  S.;  long.  07°  4'  W.     Barometer,  29.15.     Winds:  E.N.  E.,  N.,  N.  N.  W. 

Feb.  5.  Lat.  53°  52'  S.;  long.  0(3°  30'  W.  Barometer,  29.20.  Winds:  N.  E.,  E.,  and  E.  S.  E. 
Wind  light :  weather  variable. 

Feb.  7.     Lat.  55°  18'  S.;  long.  G3°  30'  W.     Barometer,  29.40.     Winds:  N.  E.,  N.,  and  N.  AV. 

Feb.  9.  Lat.  56°  34' S.;  long.  65°  40' W.  Current,  24  miles,  easterly.  Barometer,  29.20.  Winds: 
W.,  S.  W.,  and  N.  W. 

Feb.  11.     Lat.  57°  8'  S.;  long.  68°  W.     Barometer,  29.05.     Winds:  N.AV.,  W.,  and  S.  AY. 

Feb.  13.  Lat.  57°  50'  S.;  long.  70°  10'  W.  Barometer,  29.08.  AVinds:  X.  AA^,  AY.  S.  AY.,  and 
AY.  X.  AY.     Moderate  breezes.  -       '  ^ 

Feb.  15.     Lat.  5S°  42'  S.;  long.  72°  50'  AY.     Barometer,  28.78.     AYinds:  X.  W.,  W.,  and  X.  AY. 

Feb.  17.  Lat.  57°  7'  S.;  long.  75°  4U'  AY.  Barometer,  28.80.  AVinds:  E.,  AY.  X.  AY.,  and  S.  AY. 
Light  and  bafflino-. 

Feb.  19.     Lat.  56°  2'  S.;  long.  75°  50'  ^\\    Barometer,  29.15.     AA'inds:  X.  AA'.,  S.  W.,  and  AY. 

Feb.  21.  Lat.  53°  54'  S.;  long.  78°  40'  AY.  Barometer,  29.85.  AYinds:  E.  X.  E.,  S.  S.  E.,  and 
AY.  S.  AY. 

Feb.  23.     Lat.  51°  40'  S. ;  long.  80°  AY.    Barometer,  29.30.    AYinds :  AY.  S.  AY.,  X.  AY.,  and  X.  X.  AY. 

Feb.  25.     Lat.  49°  55'  S. ;  long.  80°  5'  AY.     Barometer,  29.60.     Winds :  N.,  AY.  X.  AV.,  and  X.  AV. 

Flying  Chllders  (J.  D.  Ariilte).  " 

Feb.  7.  Lat.  48°  55'  S. ;  long.  64°  10'  AY.  Temperature  of  air,  50°;  of  water,  48°.  AYinds: 
X.  E.,  X.  E.,  S.     Throughout  this  day  moderate. 

Feb.  8.  Lat.  51°  44'  S.;  long.  05°  22'  AY.  Temperature  of  air,  50°;  of  water,  48°.  Winds:  AY., 
AY.,  W.     Moderate  throughout. 

Feb.  9.  Lat.  54°  15' S.;  long.  65°  10' W.  Temperature  of  air,  51°;  of  water,  48°.  Winds:  W., 
AV.,  AY.     Moderate  thromrhout. 


582  THE  WIND  AND  CURRENT  CHARTS. 

Feb.  10.  Lat.  5(3°  30'  S. ;  long.  C5°  15'  W.  Temperature  of  air,  48°  ;  of  water,  45°.  Winds :  W., 
W.  to  S.  and  t(.)  E.,  W.  S.  W.     Passed  tlirougli  the  Straits  of  Le  Maire. 

Feb.  11.  Lat.  58°  5'  S.;  long.  07°  1'  W.  Temperature  of  air,  43°;  of  water,  45°.  Winds:  S.  W., 
N.  W.,  S.  W.     Moderate ;  smooth  sea. 

Feb.  12.  Lat.  58°  26'  S.;  long.  71°  20'  W.  Temperature  of  air,  42°;  of  water,  43°.  Winds:  N. 
W.,  N.  W.,  N.  AY.     Moderate,  with  a  smooth  sea. 

Feb.  13.  Lat.  58°  35'  S.;  long.  75°  20'  W.  Temperature  of  air,  43°;  of  water,  42°.  Winds:  W., 
N.  W.,  N.  N.  W.     Moderate  breezes. 

Feb.  14.  Lat.  59°  27'  S.;  long.  77°  1'  W.  Temperature  of  air,  42°;  of  water,  42°.  Winds: 
N.  N.  W.,  N.  W.,  W.     Moderate  breezes. 

Feb.  15.  Lat.  ^S°  57'  S.;  long.  77°  44'  W.  Temperature  of  air,  42°;  of  water,  42°.  Winds:  W., 
W.,  W.     Strong  breezes,  with  hail  srpialls. 

Feb.  li>.  Lat.  58°  8'  S.;  long.  77°  44'  W.  Temperature  of  air,  42°;  of  water,  42.  Winds:  W.,  W., 
W.     Light  airs  and  calm.  ■ 

Feb.  17.  Lat.  5(3°  55'  S.;  long.  78°  35'  W.  Temperature  of  air,  43°;  of  water,  42.  Winds:  W., 
W.,  W.     Light  airs  and  calm. 

Feb.  18.  Lat.  55°  7'  S.;  long.  79°  30'  W.  Temperature  of  air,  43°;  of  water,  44°.  Winds:  W., 
W.,  W.     Light  airs  and  calm. 

Feb.  19.  Lat.  51°  34'  S.;  long.  80°  20'  W.  Temperature  of  air,  41°;  of  water,  4G°.  Winds: 
W.  S.  W.,  AY.  S.  AY.,  AY.  S.  AY.     Fresh  breezes  and  squally. 

Feb.  20.  Lat.  47°  40'  S.;  long.  82°  30'  AY.  Temperature  of  air,  4(3°;  of  water,  50°.  Winds: 
S.  AY.,  S.  AY.,  S.  AY.     Strong  breezes  and  squally  until  S  A.  M.     Ends  calm. 

Wir/r/ed  Rarer  (Wm.  Ilomans),  Boston  to  San  Francisco. 

Jan.  30,  1853.  Lat.  49°  37' S.;  long.  G5°  4G' AY.  Barometer,  28.9  ;  temperature  of  air,  52°  ;  of  water, 
50°.     AYiuds :  S.,  W.,  K 

Jan.  31.  Lat.  51°  12'  S.;  long.  6G°  8'  AY.  Barometer,  28.6;  temperature  of  air,  50°;  of  water,  48°. 
Winds:  K,  S.AY.,  S. 

Feb.  1.  Lat.  52°  16'  S.;  long.  05°  10'  AY.  Barometer,  28.6;  temperature  of  air,  50°  ;  of  water,  48°. 
Winds:  S.,  S.,  S. 

Feb.  2.  Lat.  53°  12'  S.;  long.  65°  12'  AY.  Barometer,  29.1  ;  temperature  of  air,  46°;  of  water,  47°. 
AA'inds:  S.AY.,  calm,  calm. 

Feb.  3.  Lat.  55°  23'  S.;  long.  m°  V  AY.  Barometer,  28.7;  temperature  of  air,  46°;  of  water,  47°. 
AA'iuds  :  E.,  N.N.  E.,  N.  At  5  A.  M.  made  the  land  west  side  Straits  of  Le  Maire,  bearing  S.  by  AA''.  by  com- 
pass. The  Boll  A[ouutaiu  twenty-five  miles  distant ;  strong  breezes  at  north,  and  west  end  Staten  Land 
plain  in  siglit.  Two  barques,  boand  through  the  straits  to  southward,  in  sight.  At  8  A.  M.  Cape  Good 
Success,  bearing  N.  W.  l)y  N.  five  miles  ;  a  very  strong  tide  setting  to  northward. 


CAPE   IIOKN    TRACKS.  683 

Feb.  4.  Lat.  56°  43'  S.;  long.  GS°  35'  W.  Barometer,  28.6;  temperature  of  air,  52°;  of  water,  49°. 
Winds :  N.  N.  E.,  W.,  N.  K.  At  8  P.  M.  Cape  Horn  in  sight,  bearing  W.  N.  AN",  fifteen  miles  ;  distant  53 
days  from  New  York,  and  run  a  distanee,  by  log,  of  8,420  miles  from  New  York  to  Cape  Horn. 

Feb.  5.  Lat.  56°  50'  S.;  long.  71°  20'  W.  Barometer,  28.7  ;  temperature  of  air,  5U°  ;  of  water,  40°. 
Winds:  N.,  N.  W.,  N.  AV. 

Feb.  6.  Lat.  56°  32'  S.;  long.  73°  2'  AV.  Barometer,  29.0;  temperature  of  air,  47°;  of  water,  49°. 
Winds:  S.  S.  E.,  S.S.E.,  W. 

Feb.  7.  Lat.  56°  7'  S.;  long.  76°  AV.  Barometer,  20.02;  tem[iorature  of  air,  46°;  of  water,  4-5°. 
Winds:  AA'.,  S.  AV.,  AV.  S.  AY. 

Feb.  8.  Lat.  56°  11'  S. ;  long.  78°  30'  \Y.  Barometer,  28.8 ;  temperature  of  air,  4G°  ;  of  water,  48°. 
Winds:  AY.  by  S.,  AY.  N.  W.,  N.  AV.  by  N. 

Feb.  9.  Lat.  55°  46'  S. ;  long.  82°  46'  ^Y.  Barometer,  28.9  ;  temperature  of  air,  46°  ;  of  water,  48°. 
Winds :  N.  Y'.  by  N.,  AY.  N.  AY.,  S. 

Feb.  10.  Lat.  54°  S. ;  long.  82°  AY.  Barometer,  29.8  ;  temperature  of  air,  46°  ;  of  water,  48°.  AYinds : 
S.,  S.  W.,  N.  AY. 

Feb.  11.  Lat.  53°  3'  S. ;  long.  82°  47'  AY.  Barometer,  28.7  ;  temperature  of  air,  46°  ;  of  water,  48°. 
Wind  :  N.  AY.  throughout. 

Feb.  12.  Lat.  51°  3'  S. ;  long.  82°  AV.  Barometer,  28.6 ;  temperature  of  air,  46° ;  of  water,  48°. 
AVind  :  N.  AV.  througliout. 

Feb.  13.  Lat.  50°  S.;  long.  82°  W.  Barometer,  29.0;  temperature  of  air,  52°  ;  of  water,  48°.  AVind: 
N.  AV.  throughout. 

O 

On  leaving  New  York,  I  followed  your  Directions  as  near  as  the  wind  and  weather  would  allow,  and 
crossed  the  equator  in  the  Atlantic  in  long.  31°  16',  and  found  no  difficulty  in  getting  past  the  Brazil  coast. 
Time  to  equator  21  days,  21  hours,  and  passed  through  the  Straits  of  Le  Maire;  and  off  Cape  Horn  had 
light  fine  weather.  Off  the  Iloru,  I  tried  to  follow  your  Directions  in  getting  west ;  but  the  wind  prevented 
me,  hanging  to  N.  AA^.  after  around  the  Ilorn ;  and  I  passed  about  three  degrees  to  west  of  Juan  Fernandez. 
The  S.  E.  trades  I  had  far  to  the  eastward,  sometimes  E.  N.  E.,  and  from  that  to  E.  S.  E. 

Crossed  the  equator  7th  of  March,  1853,  85  daj^s  out,  in  long.  106°  24'  west.  Took  N.  E.  trades  in 
about  3  or  4,  wind  N.N.  E.  to  N.,  and  arrived  off'  this  bar,  Sunday,  27th  of  iLxrch,  in  a  thick  fog,  which 
continued  until  AVednesday,  30th,  when  it  cleared  up  aud  I  run  in. 

I  should  folltiw  your  Directions  again  if  1  was  coming  round  the  Horn,  as  near  as  the  wind  aud  weather 
would  permit  me.  Although  I  am  of  opinion  that,  with  the  wind  I  had  in  the  South  Atlantic,  after  jiassing 
lat.  38°  south,  had  I  gone  to  east  of  Falkland  Islands,  I  think  I  should  have  gained  some  5  days  in  the 
passage,  and  should  have  got  in  in  100  days.     I  was  105  days  to  the  bar. 

I  am  going  from  this  to  ^lanilla  and  thence  to  New  York;  on  my  arrived  at  tiie  latter  port,  I  shall 
send  an  abstract  from  this  to  that  port. 


584  THE  WIHD   AND  CUKKKNT  GHAKTS. 

I  take  this  opportunity  to  acknowledge  tlie  great  benefit  I  have  derived  from  your  Charts  and  Direc- 
tions, and  shall  most  readily  contribute  what  little  I  can  to  aid  you  in  the  great  and  good  undertaking. 
We  have  been  sadly  iu  want  of  Avhat  you  arc  now  so  happily  doing  in  the  Avay  of  /Sailinr/  Directions  and 
Charts  for  this  navigation,  say  from  U.  S.  A.  round  the  Horn  into  North  Pacific. 

fSI/iji  ■Tiihn  Bertram  (F.  Liudliolni). 

Feb.  S,  1852.  Lat.  5-i°  53'  S. ;  long.  02°  24'  W.  Current,  north,  22  miles.  Barometer,  29.G7.  Winds: 
S.  W.,  varialjle.  varialjlc.  First  part,  moderate  breezes  and  rainy  weather  ;  no  pro.spects  of  clearing  up,  so 
as  to  get  hold  of  the  land ;  kept  oil'  to  the  eastwanl,  and  gave  up  the  idea  of  going  through  the  straits, 
which  I  was  very  soriy  to  do.  In  my  opinion,  every  vessel  bound  aroimd  the  cape,  should  endeavor  to  go 
through  the  Straits  of  Le  iTaire  [a  good  opinion],  provided  they  can  get  a  sure  bearing  of  the  land,  to 
know  their  true  position.  I  have  been  through  three  diflerent  times  and  found  no  diificulty,  but  gained  a 
great  advantage  of  being  so  much  farther  to  windwa,rd ;  I  have  also  strong  reasons  to  think  that  there  is 
better  weather  generally  under  the  land,  than  off  from  it.  At  sundown,  the  weather  clearing  up,  saw 
Staten  Land,  bearing  S.  W.  i  W.  5  leagues.  Middle  part,  variable  winds  and  squally  weather,  with  rain ; 
latter  part,  pleasant  weather ;  a  strong  current  setting  to  the  north. 

Feb.  9.  Lat.  57°  24' S.;  long.  62°  28' W.  Current,  E.  by  K,  37  miles.  Barometer,  29.82.  Winds: 
S.  W.  by  W.,  W.  S.  W.,  and  S.  W.  hj  W.  Throughout  these  24  hours,  fresh  breezes  and  passing  rain 
S(|ualls. 

Feb.  10.  Lat.  55°  58'  S. ;  long.  64°  26'  W.  Current,  N.  by  E.,  21  miles.  Barometer,  29.80.  Winds: 
S.  W.  by  W.,  S.  W .  by  W.,  and  X.  W.  by  W.  First  part,  strong  breezes  and  squally  weather  ;  under  single 
reefs  ;  middle  part,  gentle  breezes  and  squally,  with  hail ;  morning,  calm  for  three  hours.  At  G  A.  M.  a 
breeze  sprang  up  from  the  N.  W.  l^y  N.,  tacked  to  the  S.  W.,  and  made  all  sail ;  latter  part,  light  breezes 
and  pleasant. 

Feb.  11.  Lat.  56°  09'  S.;  long.  70°  20'  W.  Current,  east,  49  miles.  Barometer,  29.62.  Winds: 
N.,  N.  by  W.,  and  N.  by  W.  First  part,  fine  breezes  from  the  north,  and  pleasant  weather ;  middle  part, 
brisk  breezes.  At  1  A.  M.  Cape  Horn  bore  per  compass  N.  N".  W.,  distant  5  miles.  A  strong  current,  by 
the  appearance  of  the  ^^'ater,  which  I  found  to  have  set  me  49  miles  to  the  eastward,  by  meridian  observa- 
tion. At  4  A.  ]\L  saw  Diego  Eamirez  Island,  bearing  S.  W.  by  W.  Latter  part,  fine  breezes  and  heavy 
weather.     At  meridian.  Island  of  St.  Ildefonso  bore  per  compass,  due  north. 

Feb.  12.  Lat.  57°  00'  S.;  long.  75°  17'  W.  Current,  east,  25  miles.  Barometer,  29.70.  Winds: 
N.  N.  W.,  N.  N.  W.,  W.  Fine  breezes  and  pleasant  weather  ;  evening,  squally ;  middle  part,  strong 
breezes  and  squally,  with  hail,  snow,  and  a  head  beat  sea;  latter  part,  strong  breezes  and  squally,  with  a 
heavy  head  sea. 

Feb.  13.  Lat.  57°  42' S.;  long.  79°  08'  W.  Current,  east,  20  miles.  Barometer,  29.82.  Winds; 
W.  N.  W.,  N.  W.  by  W.,  and  N.  W.     First  part,  strong  breezes  and  pleasant;  middle  part,  moderate 


CAl'K   llOKN   TRACKS.  585 

breezes  and  squally;  wind  variable,  veering  five  or  six  points  for  several  liours;  latter  part,  fresh  breezes 
and  squally  rainy  weather. 

Feb.  14.  Lat.  55°  IS'  S. ;  long.  81°  20'  W.  Current,  E.  l  X.,  33  miles.  Barometer,  .30.10.  "Winds: 
N.  N.  "\Y.,  S.  W'.,  and  W.  by  .S.  Strong  breezes,  and  rainy,  squally  weather.  At  9  P.  .M.  wind  liaujed 
suddenly  to  the  S.  W. ;  nuddle  part,  strong  breezes  and  squally,  with  a  heavy  head  .sea;  lattur  part,  brisk 
breezes;  wind  inclining  more  to  the  westward,  with  an  increasing  .sea  from  tliat  quarter. 

Feb.  15.  Lat.  52°  59' S.;  long.  81°  12' W.  Cnrrcut,  K.  by  S.,  IS  miles.  Barometer,  30.27.  Winds: 
W.  X.  AV.,  W.  by  S.,  and  W.  by  S.  First  part,  line  breezes  and  cloudy  ;  middle  and  latter  parts,  moderate 
and  pleasant,  a  heavy  sea  running  from  the  west. 

Feb.  16.  Lat.  51°  12'  S. ;  long.  S2°  20'  \V.  Current,  none.  Barometer,  30.53.  Winds  :  S.  W.  by  \V., 
"W.  S.  W.,  calm.  First  part,  fine  breezes  and  line  weather;  middle  part,  light  winds;  latter  part,  calm  and 
cloudy;  little  or  no  current;  the  log  has  probably  not  been  strictly  attended  to. 

Feb.  17.  Lat.  50°  10  S.;  long.  84°  10'  W.  Current,  E.  S.  E.,  31  miles.  Barometer,  30.60.  Winds: 
N.  by  W.,  X.  W.  by  X.,  W.  X.  W.  Light  breezes  from  the  X.,  and  pleasant  weather  ;  middle  part,  mode- 
rate, with  light  rain  ;  morning,  foggy  ;  latter  part,  light  breezes  and  foggy  weather ;  at  meridian,  fog  lifted 
and  got  observations. 

Feb.  18.  Lat.  46°  32'  S.;  long.  85°  17'  W.  Xo  current.  Barometer,  30.35.  AVinds:  W.  by  X., 
"\V.  S.  AV.,  and  S.  "\V.  First  part,  brisk  breezes  and  cloudy;  middle  ]mrt,  strong  breezes  and  squally,  with 
a  heavy  head  sea ;  latter  part,  strong  bi'eezes,  with  cloudy  hazy  weather. 

S/n2)  Golden  West  (Samuel  E.  Curwcn). 

Feb.  10.  Lat.  49°  41' S.;  long.  03°  01'  W.  Barometer,  29.40 ;  temperature  of  air,  49°.  Winds: 
N.  X.  W.,  X.  X.  W.  to  X.,  S.  S.  E.  First  part,  brisk  breezes  and  pleasant ;  middle  part,  moderate  and  thick 
foggy  weather.  Sharp  lightning  at  S.  E.  and  S.  W.;  latter  part,  brisk  breezes  from  S.  S.  E.  and  cloud}^ 
Distance,  157  miles.     Appearance  of  soundings. 

Feb.  11.  Lat.  50°  88' S.;  long.  65°  31' W.  Barometer,  29.55;  temper.atnre  of  air,  56°.  Winds: 
S.  S.  W.,  W.  by  S.,  W.  X.  W.  Commences  with  brisk  breezes  and  cloudy ;  middle  part,  light  airs  and 
pleasant  ;  latter  part,  gentle  breezes,  and  passing  clouds.  Distance,  per  log,  125  miles.  Water  much  dis- 
colored. 

Feb.  12.  Lat.  52°  58'  S. ;  long.  60°  13'  W.  Barometer,  29.45  ;  temperature  of  air,  54°.  Winds  : 
W.  X.  W.,  X.  W.  to  X.,  S.  W.  by  W.  First  jiart,  gentle  breezes,  and  pleasant;  middle  part,  light  baffling 
airs,  and  cloudy.  Ends  with  brisk  breezes  and  clear  weather.  Sounded  in  6o  fathoms  ;  gray  sand.  Dis- 
tance, 146  miles. 

Feb.  13.     Lat.  54°  48'  S.;  long.  63°  44'  W.     Barometer,  29.55;  temperature  of  air,  51°.     Winds: 

S.  W.  by  W.,  S.  S.  W.  to  X.  W.,  W.     Commences  with  fine  breezes  and  pleasant.     During  the  night,  light 

airs  from  S.  S.  W.  to  X.  W.  and  cloudy,  at  times.    At  9  P.  il.  sounded  in  60  fathoTus ;  white  and  gray  sand, 

and  gravel.    At  3  hours  30  niin.  A.  M.  saw  Staten  Land,  bearing  from  S.  E.  to  S.    Ends  with  brLsk  breezes 

74 


566  TUE  WIND  AND  CURRENT  CnARTS. 

from  tbe  westward  and  passing  clouds.  Passed  several  large  tide  rips  having  every  appearance  of  heavy 
breakers.  At  noou,  Cape  St.  John,  Staten  Land,  bore  N.  "W.  per  compass,  distant  2  miles.  Distance  run, 
151  miles. 

Feb.  1-1.  Lat.  56°  09'  S. ;  long.  66°  01'  W.  Barometer,  29.20  ;  temperature  of  air,  41°.  "Winds  : 
W.  N.  W.,  S.  W.  to  S.,  N.  to  W.  S.  W.  First  piart,  brisk  breezes  and  cloudy ;  midnight,  light  airs  and 
cloudy;  2  A.  M.  calm;  5  A.  M.  light  northerly  airs,  and  thick  rainy  weather.  Ends  with  light  airs  from 
W.  S.  W.,  and  passing  clouds.  Very  large  swell  from  S.  W.  Land  in  sight  bearing  from  W.  by  S.  to  W. 
by  N.     Experienced  10  miles  cui-rent,  setting  N.  72°  E.     Distance  run,  113  miles. 

Feb.  15.  Lat.  57°  06' S.;  long.  67°  16' AV.  Barometer,  29.05  ;  temperature  of  air,  50°.  Winds: 
S.  W.  by  W.,  W.  to  S.  W.,  N.  N.  W.  First  part,  strong  breezes  and  cloudy;  middle  part,  moderate  and 
baffling ;  squally  at  times  ;  latter  part,  light  airs  and  pleasant.  Current  of  no  consequence.  Distance  run, 
67  miles.  ■  .  .  ■. 

Feb.  16.  Lat  57°  15'  S.;  long.  68°  36'  W.  Barometer,  28.90;  temperature  of  air,  45°.  Winds:  K 
W.,  W.,  N.  N.  W.  First  part,  brisk  breezes,  and  pleasant;  middle  part,  heavy  gales,  blowing  violently,  in 
squalls ;  latter  part  more  moderate,  large  sea,  82  miles  easterly  current.     Distance,  by  log,  91  miles. 

Feb.  17.  Lat.  57°  07'  S.;  long.  70°  12'  W.  Barometer,  28.80;  temperature  of  air,  42°.  Winds:  N. 
W.  by  N.,  W.,  S.  W.  First  part,  strong  gales,  and  sqvially,  with  raiu ;  midnight,  heavy  squalls.  Barometer, 
28.70 ;  latter  part,  brisk  breezes,  and  passing  clouds.     Distance,  87  miles. 

Feb.  18.  Lat.  57°  32'  S. ;  long.  72°  06'  W.  Barometer,  28.95  ;  temperature  of  air,  45°.  Winds :  W. 
S.  W.,  W.  by  S.  to  W.  N.  W.,  calm.  First  part,  brisk  breezes  and  pleasant ;  middle  part,  light  and  baffling 
passing  clouds;  latter  part,  calm  and  pleasant.     Distance,  per  log,  107  miles. 

Feb.  19.  Lat.  57°  42'  S. ;  long.  73°  00'  W.  Barometer,  29.25 ;  temperature  of  air,  47°.  Wind  : 
baffling,  from  S.  W.  to  N.  AV. ;  very  light  baffling  airs,  and  calm;  at  intervals  squally  appearances;  tacked 
sovei'al  times.     Distance,  29  miles. 

Feb.  20.  Lat.  57°  18'  S.;  long.  74°  26'  ^Y.  Barometer,  29.70;  temperature  of  air,  44°.  Winds: 
calm,  calm,  S.  S.  AV. ;  first  auel  middle  pjarts,  calm  and  clear ;  latter  part,  light  airs  and  pleasant.  Distance, 
42  miles. 

Feb.  21.  Lat.  54°  34'  S. ;  long.  77°  00'  W.  Barometer,  29.95 ;  temperature  of  air,  43°.  Winds:  S. 
S.  W.,  S.  S.  AV.  to  W.  S.  W.,  W.  S.  AV.;  first  part,  light  winds  and  pleasant;  middle  part,  strong  breezes, 
and  equally,  and  continues  the  same  throughout,  with  thick  cloudy  weather.     Distance,  191  miles. 

Feb.  22.  Lat.  51°  57'  S. ;  long.  77°  45'  AV.  Barometer,  30.10 ;  temperature  of  air,  49°.  AVinds:  W. 
S.  W.,  AV.  S.  W.  to  AV.,  AA^.  to  N.  AV.  by  K.;  first  and  middle  parts,  strong  breezes,  squally  and  cloudy; 
latter  part,  light  and  baffling,  passing  clouds.     Distance,  174  miles. 

Feb.  23.  Lat.  51°  29'  S. ;  long.  81°  02'  AV.  Barometer,  29.65;  temperature  of  air,  47°.  Winds: 
AV.  N.  W.,  N.  AV.  to  N.  N.  AV.,  N.  by  W.  Commences  moderate  and  pleasant ;  middle  part,  strong 
gales  and  cloudy ;  large  swell  from  S.  AV. ;  latter  part,  strong  gales,  and  thick  foggy  weather.  Distance 
run,  142  miles. 


CAPE   HORN  TRACKS.  58f 

Feb.  24.  Lat.  50°  28'  S. ;  long.  80°  53'  "W.  Barometer,  29.80 ;  temperature  of  air,  48°.  Winds : 
N.  N.  "W.,  W.  X.  '\\'.,  X.  "W. ;  first  part,  strong  gales  and  squally  ■\vitli  rain;  middle  and  latter  parts, 
strong  gales,  passing  clouds,  and  rough  sea.     Distance,  112  miles. 

Feb.  25.  Lat.  48°  39'  S.;  long.  78°  09.  W.  Barometer,  29.95;  temperature  of  air,  50°.  Winds:  N. 
W.  by  N.,  to  N.  by  TV.,  N.  by  "W.,  N.  W.  by  X.;  brisk  breezes  and  puffy,  cloudy  at  times ;  weather  look- 
ing squally;  heavy  swell  from  south.     Distance,  190  miles. 

Ship  Bald  Eagle  (P.  Dumaresq),  New  York  to  San  Francisco. 

Feb.  13,  1853.  Lat.  49°  26'  S. ;  long.  G4°  20'  W.  Barometer,  29.72  ;  temperature  of  air,  5G° ;  of 
water,  52°.     Winds  :  S.  W.,  X.  N.  E.,  X.  X.  W ;  moderate  and  pleasant. 

Feb.  14.  Lat.  52°  14'  S. ;  long.  65°  40'  W.  Barometer,  29.33;  temperature  of  air,  54°;  of  w-ater, 
50°.     Winds:  W.,  X.X.  W.,  W.  S.  W. ;  light  breezes,  and  pleasant;  barometer  falling. 

Feb.  15.  Lat.  54°  50'  S.;  long.  64°  51'  W.  Barometer,  29.00;  temperature  of  air,  56°;  of  water, 
50°.  Winds:  X.  W.,  W. X.  W.,  X.  E.;  light  breezes,  and  pleasant ;  barometer  indicating  a  heavy  gale ;  in 
the  Straits  of  Le  Maire. 

Feb.  16.  Lat.  56°  8'  S. ;  long.  67°  20'  W.  Barometer,  28.90 ;  temperature  of  air,  48° ;  of  water,  46°. 
Winds:  X.  E.,  S.  W.,  X.;  strong  breezes ;  night  squally,  with  rain;  vivid  lightning.  Ends  fresh  gales; 
passed  Cajie  Horn. 

Feb.  17.  Lat.  56°  36'  S. ;  long.  70°  41'  W.  Barometer,  28.82  ;  temperature  of  air,  44°  ;  of  water,  43°. 
Winds :  X.,  W^  S.  W.  by  S. ;  fresh  gales ;  passed  inside  of  Diego  Kamirez ;  light  and  sexually. 

Feb.  18.  Lat.  57°  1'  S. ;  long.  72°  30'  W.  Barometer,  28.94 ;  temperature  of  air,  42°  ;  of  water,  44°. 
Winds:  S.  W.,  W.  by  X.,  W. ;  fresh  breezes ;  middle  part,  light  and  squally.     Ends  with  light  airs. 

Feb.  19.  Lat.  57°  14'  S. ;  long.  73°  34'  W.  Barometer,  29.17 ;  temperature  of  air,  43° ;  of  water,  43°. 
Winds :  westerly,  westerly,  W.  X.  W. ;  light  airs  throughout. 

Feb.  20.  Lat.  56°  46'  S. ;  long.  75°  IS'  W.  Barometer,  29.66 ;  temperature  of  air,  42° ;  of  water, 
45°.     Winds  :  X.  W.,  E.,  S.  S.  E. ;  light  airs  throughout. 

Feb.  21.  Lat.  53°  50'  S. ;  long.  79°  W.  Barometer,  29.60;  temperature  of  air,  44° ;  of  water,  44°. 
Winds :  S.  by  W.,  S.  W.,  W.  S.  W. ;  light  breezes ;  middle  and  latter  parts,  fresh  and  cloudy. 

Feb.  22.  Lat.  51°  29'  S.;  long.  80°  46'  W.  Barometer,  29.92;  temperature  of  air,  47°;  of  water, 
47°.  Winds :  W.  S.  W.,  W.  by  X.,  X.  X.  W. ;  fresh  gales ;  middle  part,  moderate.  Ends  fresh  and 
pleasant. 

Feb.  23.  Lat.  50°  6'  S. ;  long.  84°  43'  W.  Barometer,  28.36  ;  temperature  of  air,  46°  ;  of  water,  47°. 
Winds :  X.  by  W.,  X.  W.,  X.  by  W. ;  fresh  breezes  ;  middle  part,  rainy.     Ends  strong  gales. 

Ship  Phantom  (A.  J.  Ilallett),  Boston  to  San  Francisco. 

Feb.  25,  1853.    Lat.  49°  03'  S.;  long.  65°  07'  W.     Variation  observed,  22°  E.     Barometer,  29.09; 


588  THE  WIND  AND  CURRENT  CHARTS. 

temperature  of  air,  58°;  of  water,  50°.  Winds:  N.  N.  W.,  S.,  S.  IMoclerate  breezes  and  clear  weather. 
At  4  P.  M.  made  Cape  Blanco,  bearing  S.  W.,  distant  15  miles;  tacking  during  the  night  and  forenoon. 

Feb.  2(3.  Lat.  53°  14' S. ;  long.  G5°  50' W.  Eipples.  Variation  observed,  22°  E.  Barometer,  29.8; 
temperature  of  air,  65°.  Wimls:  S.  S.  E.,  N.  E.,  N.  N".  AT.  First  part,  moderate  and  fine  weather,  with  a 
smooth  sea;  midnight,  fresh  breezes  and  cloudy,  with  a  thick  scud  flying  from  the  N.  E.;  latter  part,  fresh 
breezes,  and  a  heavy  sea  running  ;  no  observation.     Distance  run,  264  miles. 

Feb.  27.  Lat.  55°05'S. ;  long.  62°30' W.  Heavy  ripples.  Variation  observed,  22°  E.  Barometer, 
29.7  ;  temperature  of  air,  59° ;  of  water,  52°.  Winds:  N.  N.  W.,  N.  W.,  S.  W.  First  and  middle  parts, 
fresh  breezes  with  rain,  and  thick  weather  ;  latter,  moderate  and  fine;  hard  luck. 

Feb.  28.  Lat.  56°  55'  S.;  long.  64°  05'  W.  Variation  ol)served,  17°  E.  Barometer,  29.7;  temper- 
ature of  air,  54°  ;  of  water,  50°.  Winds  :  W.  S.  W.,  AV.  S.  W.,  N.  W.  Moderate  breezes  throughout  the 
day  ;  latter,  thick  and  drizzly,  with  rain. 

March  1.  Lat.  56°  45'  S.;  long.  67°  02'  W.  Eipples.  A^ariation  observed,  19°  E.  Barometer,  29.5 ; 
temperature  of  air,  54°  ;  of  water,  50.  AVinds:  AV.  by  N.,  AV.  N.  W.,  S.  W.  First  and  middle  parts,  squally, 
Avith  rain ;  latter,  heavy  gales  from  the  S.  AA^.,  and  a  heavy  sea  running ;  ship  laboring  hard  ;  water  making 
a  clear  breach  over  her ;  close-reefed  topsail. 

March  2.  Lat.  57°  07'  S.;  long.  67°  32'  AV.  Variation  observed,  19°  E.  Barometer,  29.7;  temper- 
ature of  air,  60° ;  of  water,  53°.  AVinds:  S.  AV.,  AV.  S.  AV.,  W.  S.  AV.  Heavy  gales  throughout  the  day. 
At  4  P.  M.  Cape  Horn  bore  by  compass  K.  by  AV.  J  AV.,  distant  25  miles;  wore  ship. 

UiXYch  3.  Lat.  58°  23'  S. ;  long.  69°  45'  AV.  Variation  observed,  20°  E.  Barometer,  29.2  ;  temper- 
ature of  air,  64°;  of  water,  54°.  AVinds:  AV.  by  ]Sr.,  AA^.,  S.  AA''.  by  AA^.  Comes  in  with  fresh  breezes  and 
squally,  with  rain  ;  middle,  still  raining  ;  the  Aveather  looking  bad,  double  reefed  the  topsails.  At  4  A.  M. 
heavy  gales  ;  put  the  ship  under  storm  canvas  ;  heavy  sea.  .  '       , 

March  4.  Lat.  58°  42'  S. ;  long.  72°  35'  AV.  A'ariation  observed,  22°  E.  Barometer,  29.2  ;  temper- 
ature of  air,  56° ;  of  water,  50°.  AYind :  S.  AA'".,  N.  AV.,  X.  AA''.  Fresh  breezes  and  squally  throughout 
the  day  ;  heavy  sea  running. 

]\Larch  5.  Lat.  59°  21'  S. ;  long.  73°  10'  AA^.  Variation  observed,  22°  E.  Barometer,  28.8;  temper- 
ature of  air,  56°;  of  water,  44°.  Wind:  N.  AV.  throughout.  Fresh  gales  and  squally  during  24  hours; 
very  heavy  sea  running;  ship  laboring  hard. 

March  6.  Lat.  59°  36'  S. ;  long.  75°  50'  AV.  Variation  observed,  22°  E.  Barometer,  28.9 ;  temper- 
ature of  air,  54°;  of  Avater,  45°.  Winds:  N.  W.,  N.  AV.,  S.  AV.  Fresh  gales,  with  a  heavy  sea  running. 
At  6  A.  M.  took  the  wind  from  S.  AV. ;  Avore  ship. 

March  7.  Lat.  58°  57'  S.;  long.  77°  36'  AV.  A^ariation  observed,  22°  E.  Baronioter,  29.2  ;  temper- 
ature of  air,  55°;  of  water,  46°.  AVinds:  S.  AV.,  AV.,  N.  AV.  First  part,  moderate  breezes  and  cloudy; 
middle,  light  airs  and  thick  hazy  weather;  latter,  calm,  and  thick  hazy  Aveather. 

March  8.     Lat.  57°  48'  S.;  long.  80°  80'  AV.     A^ariation  observed,  22°  E.     Barometer,  28.8;  temper- 


I'Al'K    Il(ll!\    TIJACKS.  HSO 

ature  of  air,  G0°;  of  water,  49°.  Wimls:  N.  W.,  X.  X.  E.,  S.  W.  Comes  in  with  light  breezes  and  thick 
hazy  weather.  At  7  P.  M.  tacked  ship  ;  at  1 1  I'.  M.  fresh  gales  ;  a  heavy  sea  from  W.  X'.  W.,  making  a 
clear  breach  over  the  ship,  and  lilling  her  with  water;  latter  part,  fresh  gales  and  heavy  sqnalls  at  times; 
passed  near  an  American  .ship  bound  to  Califoniia. 

^ilarch  9.  Lat.  55°  OS'  S.;  long.  80°  25'  W.  A'ariation  observed,  22°  E.  llaronieter,  21».:i ;  temper- 
ature of  air,  58°;  of  water,  48°.  AViuds  :  W.  S.  W.,  W.,  \V.  :M<)derate  breezes  and  .s(|iially,  with  a  heavy 
sea  running;  middle  and  latter  part,  moderate  breezes;  no  observations  ;  tliis  is  a  hanl  wind  to  get  along 
■with. 

March  10.  Lut.  5.3°  1(3'  S.;  long.  79°  08'  W.  Variation  observed,  22°  l-l  P-arometer,  29.5;  temper- 
ature of  air,  00°;  of  water,  49°.  Winds:  W.,  calm,  E.  S.  E.  First  part,  light  airs  and  thick  weather; 
middle,  calm,  and  thick  weather  with  heavy  clouds  hanging  around  :  lattei-,  moderate  breezes  and  line 
weather. 

March  11.  Lat.  50°  40'  S.;  long.  81°  47'  W.  Variation  observed,  23°  E.  Barometer,  29.5;  tem- 
perature of  air,  58°;  of  water,  50°.  Winds:  S.  E.,  calm,  X".  X".  E.  First  part,  moderate;  middle,  calm; 
latter  part,  fresh  gales.     The  sea  making  a  clear  breach  over  the  ship  fore  and  aft;  heavy  srpialls,  with  rain. 

March  12.  Lat.  51°  17'  S.;  long.  83°  45'  W.  A^ariation  observed,  22°  E.  Barometer,  29.3;  tem- 
perature of  air,  60°  ;  of  water,  52°.  AA^inds :  X.  X.  V..,  X".  AV.,  X.  AV.  Fresh  gales  and  heavy  sea  running. 
Pitched  away  flying  jib-boom  and  drew  away  a  good  many  bolts  from  the  bows.  Laboring  very  hard,  and 
men  much  used  up  by  the  sea  breaking  over  the  ship. 

March  13.  Lat.  50°  43'  S.;  long.  84°  10'  AA".  A^ariation  observed,  22°  E.  Barometer,  29.G;  tem- 
perature of  air,  00°  ;  of  watei',  48°.  AA'inds  :  X.  AV.,  AV.  S.  AV.,  AA'.  by  X".  First  part,  fresh  gales  ;  lying  to. 
At  5  P.  M.  wore  ship  and  made  sail.  Middle  part,  squally,  and  bad  sea  running.  At  8  A.  M.  tacked  to 
the  S.  AV.,  and  at  noon  to  north;  latter  part,  fresh  breezes  and  thick,  hazy,  rainy  weather.  Xo  ob.servation 
to-day.     Saw  a  ship  to  leeward,  standing  to  the  northward  and  eastward. 

March  14.  Lat.  47°  35'  S.;  long.  83°  10'  AV.  A'ariation  observed,  22°  E.  Barometer,  29.7;  tem- 
perature of  air,  02° ;  of  water,  49°.  AViads:  AV.  X'.  AV.,  S.  AA".,  S.  by  AV.  First  part  moderate,  and  thick, 
hazy  weather;  middle  part,  squally,  with  heav\'  rain.  At  midnight,  a  wind  shifted  suddenly  from  X.  AV.  to 
S.  W.,  and  blowing  fresh ;  continued  so  up  to  noon  with  a  clear  sk}' ;  ship  going  15  knots  per  hour  from  1 
A.  M.  to  noon.  At  5  P.  ]\I.  spoke  and  passed  clipper  ship  Toronto,  bound  same  way,  sixty-nine  days  out. 
Latter  part,  fresh  breezes  and  fine  weather,  with  jiassing  clouds.     Got  a  good  observation  to-day. 

i[arch  15.  Lat.  44°  27'  S. ;  long.  85°  24'  AV.  A'ariation  observed,  22°  E.  Barometer,  30.00:  tem- 
perature of  air,  01° ;  of  water,  4'^°.  AVinds :  S.  S.  AV.,  S.  S.  W.,  S.  AV.  First  and  middle  parts,  fine 
breezes  and  fine  weather;  latter  part,  light  airs  and  cloudy;  smooth  sea.  Pate,  from  14  to  3  knots  per 
hour. 

March  16.  Lat.  43°  37'  S.:  long.  88°  29'  W.  A'ariation  observed,  22°  E.  Barometer,  30.20;  tern- 
perature  of  air,  63°  ;  of  water,  49°.  Winds:  AV.  S.  AA^.,  X.  X.  AV.,  S.  E.  Ccjmes  in  with  light  breezes  and 
cloudy.     Middle,  squally,  with  rain.     At  0  A.  M.  took  a  squall  of  wind  from  thi>  south,  which  soon  cleared 


590  THE  WIND  AND  CURRENT  CHARTS. 

the  weather.  Latter  part,  gentle  breezes  and  fme  weather.  Ship  going  1-1  knots  with  light  sails.  Now 
shall  make  a  sti'aight  eoursc  for  115°  longitude,  in  parallel  of  37°  south,  as  per  your  valuable  Sniling  Direc- 
tions, which  I  think  much  of. 

John  S.  Fairan  to  Licvf.  JIfauri/. 

I  have  the  pleasure  of  forwarding  you  the  abstract  log  of  the  clipper  ship  Eagle,  under  nay  command, 
from  New  York  to  this  port,  where  I  arrived  on  the  30th  ult.  You  will  perceive  by  it  that,  from  the 
latter  part  of  the  ISth  to  the  23d  January,  I  had  the  wind  from  S.  by  AY.,  and  south,  which  obliged  me  to 
go  farther  to  the  eastward  than  you  rccoinmended,  and  that  I  crossed  the  equator  also  a  little  to  the  ea.st- 
ward  of  your  route  for  that  month — on  the  24tli  day.  On  the  1st  February,  at  noon,  during  a  squall  from 
N.  N.  K.,  a  whirlwind,  veering  on  its  axis  from  right  to  left,  and  moving  with  an  unequal  and  unsteady 
motion  from  E.  N.  E.  to  W.  S.  W.,  2iassed  within  twenty  j^ards  of  the  ship's  stern,  the  ship  going  6  knots; 
when  right  astern,  we  were  taken  aback  by  the  eddy  for  about  two  minutes,  or  until  it  had  passed  on  our 
c^uarter;  it  moved  at  the  rate  of  about  five  miles  per  hour,  and  raised  the  water  as  if  boiling,  and  seemed 
to  increase  as  it  progressed ;  but  the  rain  that  succeeded  shortly  after,  obscured  it  from  our  view.  I  did 
not  take  the  S.  E.  trades  until  in  the  latitude  of  3°  30'  S.,  and  had  a  fair  run  of  10  days  to  the  River  Plata, 
and,  passing  through  the  Straits  of  Le  Maire,  I  made  Cape  Horn  on  the  fifty -fourth  day.  I  had  to  go  as 
far  south  as  50°  20'  S. ;  and  had  bad  weather  until  I  reached  the  parallel  of  30°,  and  found  no  trade  until 
in  22°,  and  then  on  the  average  at  E.N.  E.,  which  made  me  regret  striving  so  much  to  get  to  the  westward. 
Uowever,  I  crossed  the  equator  on  the  ninety-first  day,  in  115°  30'.  I  would  call  j^our  attention  to  the 
great  fall  in  the  temperature  of  both  air  and  watci',  immediately  on  passing  the  line;  which,  taken  in 
connection  with  the  variableness  of  tiie  wind  for  some  days,  the  overcast  appearance  of  the  weather,  and 
heavy  swell  coming  from  the  W.  N.  W.,  inclines  me  to  think  that  it  has  been  blowing  heavily  from  the 
N.  W.  at  some  distance  in  that  direction  from  us,  so  as  to  change  the  direction  and  interrupt  the  regular 
trade,  which  I  think  we  ought  to  have  carried  hirthcr  than  the  parallel  of  19°  N. 

You  will  observe,  also,  with  respect  to  the  currents  in  the  Pacific,  that  I  found  none  observable  after 
the  15th  March,  the  observations  and  the  dead  reckoning  agreeing  very  nearly,  excepting  on  the  18th, 
when  there  was  a  rise  in  the  temperature  of  7°,  and  a  great  difference  in  the  latitudes  by  observation  and 
D.  P.,  which  would  intimate  a  current  uearlj^  south ;  but  after  that  there  was  no  indication  of  auj'. 

I  am  bound  home  from  this  port,  via  ll'io  de  Janeiro,  but  I  have  not  yet  made  up  my  mind  what  track 
I  shall  pursue,  and  have  no  data  to  guide  me ;  however,  I  incline  to  the  opinion  of  not  going  too  far  to  the 
eastward.     Trusting  I  shall  be  able  to  give  you  a  good  report,  I  remain,  dear  sir,  youi's,  &c. 

Eagle  (Jno.  S.  Fai-ran). 

Feb,  2(3.  Lat.  19°  30'  S. ;  long.  58°  5-4'  W.  Barometer,  30.10 ;  temperature  of  air,  1G°  ;  of  water,  16°. 
Winds  :  N.  to  E.,  E.,  N.  to  E.     Throughout,  winds  very  variable  with  cloudy  weather. 

Feb.  27.     Lat.  50°  19'  S. ;  long.  (31°  47'  W.     Current,  i  knot  per  hour.     Barometer,  29.90  ;  tempera- 


CAl'E   IIORX   TKACKS.  Ci'Ji 

turc  of  air,  51°  ;  of  water,  4S°.  Winds  :  strong  N.,  N.  W.,  S.  S.  W.  First  part,  hazy  ;  middle,  flawy,  cloudy, 
and  hazy  ;  latter,  clear.     At  7  A.  iL  8  fathoms,  dark  gray  sand. 

Feb.  28.  Lat.  51°  20'  S. ;  long.  05°  5(;'  W.  I'.aromctcr,  20.81 ;  temperature  of  air,  52°  ;  of  water, -18°. 
Winds:  S.  S.  W.,  N.  W.,  N.  First  part,  clear;  from  8  to  12,  calm;  mid<lle  part,  clear;  latter,  cloudy.  At 
8  A.M.  65  fathoms,  -with  the  same  bottom. 

March  1.  Lat.  54°  21'  S. ;  long.  65°  45'  W.  Barometer,  29.48;  temperature  of  air,  50°  ;  of  water, 
46°.  Winds:  N.  N.  W.,  N.  W.,  W.S.  W.  First  and  middle  parts,  hazy;  latter,  tliroateuiug  appearances. 
At  7  A.  M.  saw  the  coast  of  Terra  del  Fuego. 

March  2.  Lat.  55°  25'  S. ;  long.  6o°  30'  W.  Barometer,  29.55 ;  temperature  of  air,  50° ;  of  water,  4G°. 
Winds:  S.,  W.S.  W.,  X.  W.  First  part,  cloudy;  middle,  cloudy  with  calms;  latter,  cloudy  and  hazy,  with 
strong  tide  rips  throughout.  At  7  hour  30  min.  V.  M.  Cape  Diego  bore  S.  by  E.  5  leagues  distant.  At  noon, 
east  eud  of  Staten  Laud  bore  X.  E.  by  X. ;  Cape  Good  Success,  N.  by  W. 

March  8.  Lat.  57°  01'  S. ;  long.  67°  00'  W.  Current,  E.X.E.,  1  knot  per  hour.  Barometer,  29.27; 
temperature  of  air,  51°  ;  of  water,  44°.  Winds  :  X.,  W.  X.  W.,  AV.  S.  W.  First  part,  clear ;  middle,  squally 
with  drizzling  rain ;  latter,  heavy  gales  with  hard  si^ualls  of  rain.     At  7  P.  M.  Cajic  Horn  bore  S.  W.  J  S. 

March  4.  Lat.  57°  39'  S.;  long.  tjS°  18'  W.  Current,  E.X".E.,  1  knot  per  hour.  Barometer,  29.10; 
temperature  of  air,  48°;  of  water,  42°.  Winds:  decreasing,  W. S.  W.,  W.X.  W.,  X.  X.  W.  First  part, 
passing  clouds ;  middle,  clear ;  latter,  cloudy  and  foggy  with  drizziiug  rain. 

March  5.  Lat.  58°  47'  S.;  long.  71°  40'  W.  Barometer,  29.00;  temperature  of  air,  46°;  of  water, 
42°.  Winds:  W.  S.  W.,  W.  X.  W.,  W.X.  W.  First  part,  fresh  winds,  cloudy,  and  hazy;  middle,  fresh 
squalls  and  rainy  ;  latter,  gales  ;  cloudy,  and  squally. 

March  6.  Lat.  59°  20'  S. ;  long.  74°  20'  W.  Barometer,  28.85 ;  temperature  of  air,  42°  ;  of  water, 
41°.  Winds:  W.X.W.,  W.  X'.  W.,  X.W.by  W.  First  part,  fresh  gales  and  squally;  middle  and  latter 
moderate,  hazy,  and  fogtry,  with  drizziiug  raiu  throughout.  At  9  A.  M.  the  wind  shifted  to  S.  W.  and 
cleared  off. 

March  7.  Lat.  58°  05'  S. ;  long.  75°  51'  W.  Barometer,  29.00 ;  temjierature  of  air,  42°  ;  of  water, 
42°.  Winds :  S.  AY.  by  W.,  W.  X.  W.,  and  W.  S.  W.  to  X.  X.  E.  Moderate  and  cloudy,  with  drizzling  rain 
throughout. 

March  8.  Lat.  57°  14'  S. ;  long.  77°  17'  AV.  Current,  E.,  1  knot  per  hour.  Barometer,  at  4  A.  ■M., 
28.08 ;  at  noon,  28.66  ;  temperature  of  aii\  40° ;  of  water,  42°.  Winds :  AV.,  X.  AA^.,  S.  AV.  by  S.  First  part, 
light  winds  and  cloudy ;  at  8  A.  M.  wind  hauled  to  north,  squally  with  raiu  ;  middle,  heavy  gales,  with  heavy 
squalls,  sleet,  and  rain  ;  latter  part,  heavy  gales,  hard  squalls,  and  cloudy.     A  heavy  sea  running. 

March  9.  Lat.  55°  27'  S.;  long.  78°  12'  AY.  Current,  1  knot  per  hour,  E.  Barometer,  29.25;  tem- 
perature of  air,  42°  ;  of  water,  44°.  AYinds :  S.  AY.  by  W.,  AY.  S.  AY.,  and  S.  AY.  First  j)art,  strong  gales, 
with  hard  squalls  and  hail ;  middle,  fresh  gales,  cloudy,  and  squally  with  hail ;  latter,  moderate,  with  passing 
clouds. 

March  10.     Lat.  54°  30'  S.;  long.  79°  10'  AA\     Current,  E.,  twenty  knots  during  the  day.     Barom- 


592  THK   WIND   AJs'D   CUKREXT    CHARTS. 

eter,  29.4:3;  temperature  of  air,  42°;  of  water,  44°.  Winds:  S.  W.  by  W.,  S.  W.  by  S.,  and  S.  S.  E.  to 
S.  ^Y.  First  part,  moderate ;,  middle  and  latter,  light ;  calm,  from  10  P.  M.  to  8  A.  M. ;  a  heavy  swell  from 
W.  N.  ^Y. 

March  11.  Lat.  53°  12'  S. ;  long.  83°  24'  TV".  Current,  half  a  knot  per  hour,  E.  Barometer,  29.50 ; 
temperature  of  air,  45°;  of  water,  45°.  AViuds:  S.  S.  "\Y.,  variable,  N.  N.  E.  First  part,  fresh  winds  and 
passing-  clouds;  middle,  light  variable  airs  and  calms;  latter  part,  gales,  with  thick  cloudy  Aveather ;  a  heavy 
sea  from  N.  W. 

March  12.  Lat.  53°  IT'S.;  long.  85°  30' AY.  No  perceptible  current.  Barometer,  28.90 ;  temper- 
ature of  air,  40" ;  of  water,  44°.  AA^inds :  N.  N.  E.,  N.  AY.  by  N.,  N.  AY.  by  A\".  Begins  hazy,  with 
threatening  weather;  middle  and  latter  parts,  heavy  gales,  with  hard  hail  squalls;  cloudy,  misty  weather. 

Aiarch  13.  Lat.  51°  48'  S. ;  long.  85°  39'  AY.  No  perceptible  current.  Barometer,  29.56;  temper- 
ature of  air,  45°  ;  of  water,  45°.  AYinds :  AY.,  S.  AY.  by  AY.,  AY.  First  part,  strong  gales  and  heavy  squalls, 
with  thick  weather;  middle,  wind  decreasing;  overcast  with  drizzling  rain;  latter  part,  moderate,  with 
drizzling  rain ;  a  very  heavy  N.  AY.  sea.  ...  .  : 

iLarch  14.  Lat.  49°  02' S. ;  long.  87°  19' AY.  No  perceptible  current.  Barometer,  30.06;  temper- 
ature of  air,  47°  ;  of  water,  46°.  AYinds :  S.  AY.,  S.  S.  AY.,  S.  AA^  by  S.  First  part,  light  airs,  calm,  cloudy 
and  rainy ;  middle,  fresh  gales  and  cloudy ;  latter,  strong  breezes  and  fiiir ;  a  heavy  westerly  sea  on 
throughout. 

Tui-nado  (0.  E.  A[umford),  New  York  to  San  Francisco. 

Feb.  28,  1853.  Lat.  47°  52'  S. ;  long.  64°  44'  AY.  Barometer,  29.95 ;  temperature  of  air,  57° ;  of 
water,  52°.  AYinds:  S.  S.  E.,  E.,  and  N.  E.  Sounded  with  patent  lead  in  57 J  fathoms,  gray  sand;  light 
breezes  and  calms.  At  4  A.  M.  sounded  in  56  fathoms,  gray  sand;  lat.  47°  16'  S. ;  long.  64°  30'  AY.  Dis- 
tance sailed,  by  observation,  3,897  rniles  this  month. 

March  1.  Lat.  51°  31'  S. ;  long.  05°  06'  AY.  Barometer,  29.50;  temperature  of  air,  52°;  of  water, 
49°.     AYinds:  N.,  N.  N.  E.,  and  N.     Fine  breezes  and  hazy  weather;  distance  run,  220  miles. 

Afarch  2.  Lat.  54°  19'  S. ;  long.  65°  05'  AY.  Barometer,  29.55;  temperature  of  air,  50°;  of  water, 
47°.  AA^inds:  S.  AY.,  S.  AA^.,  and  AY.  S.  AY.  Moderate  breezes  and  hazy  weather;  the  land  about  Cape  St. 
Diego  could  be  seen  through  the  haze ;  spoke  the  barque  Golden  Age  from  Afonte  A^ideo,  bound  to  San 
Francisco;  distance  run,  168  miles. 

March  3.  Lat.  56°  00'  S. ;  long.  65°  10'  AY.  Barometer,  28.90  ;  temperature  of  air,  50°  ;  of  water,  45°. 
AYinds  :  AY.  S.  AY.,  AY.  N.  AY.,  and  N.  AY.  by  AY.  Found  it  useless  to  attempt  the  straits  with  this  wind, 
the  ebb  tide  just  having  made;  at  7  P.  M.  Cape  St.  John's  AY.  |-  N.,  distant  6  miles,  I  noticed  a  natural 
bridge,  from  the  first  high  peak  west  of  the  cape  to  the  land  to  the  south  of  it.  AA'^hen  Cape  St.  John's  bears 
S.  7°  AY.,  the  peak  will  bear  S.  20°  AY.  wdien  6  miles  from  the  land.     Distance  run,  146  miles. 

March  4.  Lat.  56°  34'  S. ;  .long.  67°  40'  AY.  Current,  E.,  1  mile  per  hour.  Barometer,  28.81 ;  tem- 
perature of  air,  50°  ;  of  water,  46°.     AYinds :  S.  AY.,  S.  AY.  and  calm,  and  N.  AY.  by  N.     Moderate  breezes 


CAPE    UOKX   TKACKS.  593 

and  jileasant ;  at  noon,  Cape  Horn  N.  4°  W.  by  comjiass,  tlistant  38  miles,  and  clearly  seen.  The  islands 
west  of  it  plain  in  sight,  distant  !)0  miles;  strong  cnrrcnt  rips. 

March  5.  Lat.  58°  00'  S.;  long.  70°  24'  \V.  Current,  E.,  |  mile  per  hour.  Barometer,  28.G2;  temper- 
ature of  air,  49°  ;  of  water,  44°.  Winds :  N.  W.,  AV.  by  S.,  and  W.  by  K  ^  N.  At  1  hour  80  min.  P.  M. 
the  Islands  of  Diego  Eamirez  bearing  W.  S.  W.,  distant  'SO  miles;  at  2  hours  15  min.  I'.  M.  Uicgo 
Hamirez  bore  TV  ^  N.  true,  and  Cape  Ilorn  X.  E.  by  N.,  just  seen  on  the  horizon.  J^atter  part,  a  heavy 
head  sea,  and  squally;  took  in  two  reefs.    Distance  run,  124  miles. 

March  6.  Lat.  58°  40'  S.;  long.  73°  27'  W.  Current,  E.,  |  mile  per  hour.  Barometer,  28.50;  tem- 
perature of  air,  48° ;  of  water,  43°.  Winds :  W.  by  N.,  W.  by  N".  J  N.,  and  N.  W.  Moderate  gale,  and  a 
very  heavy  head  sea,  with  frequent  squalls.  At  11  hours  30  min.  A.M.  wind  suddenly  shifted  to  the  S.  W. 
Distance  run,  104  miles. 

March  7.  Lat.  58°  02'  S.;  long.  74°  oS'  W.  Current,  E.,  i  mile  per  hour.  Barometer,  28.60;  tem- 
perature of  air,  40°  ;  of  water,  44°.  Winds:  S.  W.,  W.  by  S.,  and  N.  W.  by  N.  Light  breezes  from  the  S- 
A\'.,  and  foggy,  with  rain.  At  4  A.  M.  tacked  to  the  southward ;  at  noon,  struck  aback  with  a  wind  from 
the  S.  W.     Distance  run,  62  miles.  , 

March  8.  Lat.  57°  17'  S. ;  long.  76°  22'  W.  Current,  E.,  11  mile  per  hour.  Barometer,  27.00 ;  tem- 
perature of  air,  46°  ;  of  water,  45°.  Winds :  W.  by  S.,  N.  W.  by  W.,  and  S.  W.  At  2  P.  M.  a  clipper  ship 
on  our  lee  quarter.  Dist.  8  miles.  At  10  P.  M.  wind  backing  to  the  N.  Barometer  falling  f;xst;  latter 
part,  hard  rain,  wind  increasing  and  hauling  to  the  westward,  in  heavy  squalls.  Distance  run,  64  miles ; 
clipper  ship  bears  S.  S.  W.  14  miles. 

March  9.  Lat.  oo°  19'  S.;  long.  77°  25'  W.  Current,  31  miles,  S.,  71°  E.  Barometer,  28.72;  tem- 
perature of  air,  43°  ;  of  water,  44°.  Winds :  S.  W.  by  W.,  W.  S.  W.,  and  S.  W^.  Strong  breezes  and  a 
heavy  irregular  sea ;  squalls  heavy  for  two  reefs.  Distance  run,  124  miles ;  clipper  ship  S.  by  W.  distant 
14  miles. 

March  10.  Lat.  54°  22';  long.  78°  52'  W.  Barometer,  28.90;  temperature  of  air,  40°;  of  water, 
45°.  Winds:  S.  W.,  calm,  and  soutli.  Light  breezes  and  fine  weather;  clipper  ship  S.  W.  by  S.  distant 
13  miles. 

March  11.  Lat.  52°  55'  S.;  long.  83°  00'  W.  Barometer,  29.00;  temperature  of  air,  44°;  of  water, 
45°.  Winds:  S.,  S.  and  E.,  and  N.  N.  E.  Moderate  breezes  and  pleasant  weather.  Latter  part,  fresh 
breezes.    Distance  run,  173  miles. 

March  12.  Lat.  52°  82'  S. ;  long.  84°  38'  W.  Current,  east,  18  miles.  Barometer,  28.40 ;  temperature 
of  air,  50° ;  of  water,  46°.  Winds :  N.,  N.  W.  by  N.,  N.  W.  by  N.  J  N.  Heavy  gales ;  ship  under  close 
reef;  heavy  rain ;  at  6  P.  M.  wore  ship ;  a  strong  gale  blowing,  and  an  ugly  sea.     Distance  run,  82  miles. 

March  13.     Lat.  50°  25'  S. ;  long.  84°  00'  W.   Current,  east,  18  miles.   Barometer,  29.00 ;  temperature 

of  air,  48°  ;  of  water,  47°.     Winds:  W.  S.  W.,  N.  W.  by  N.,  and  N.  W.     Strong  gales,  and  squally  until 

7  A.  M. ;  shook  out  all  reefs ;  clipper  ship  five  miles  to  windward,  on  the  western  tack.     Latter  part,  foggy. 

Spoke  the  ship  Phantom,  from  Boston,  sailed  January  6.    Ends  with  light  rain.    Distance  run,  170  miles. 

75 


59i  TUE    WIND    AND    CUEKENT    CIIAKTS. 

0.  B.  Mnmford  to  Lieut  Mauri/. 

You  will  please  note  that  I  was  compelled,  by  baffling  winds,  to  make  several  tacks  eack  day, 
between  the  parallel  of  35°  and  30°  S.,  long.  95°  to  100°  W.  Had  I  been  a  few  degrees  farther  east,  I 
have  no  doubt  but  that  I  should  have  made  a  better  passage;  and  I  have  reason  to  think  that  if  I  could 
have  got  farther  west,  such  would  have  been  the  case ;  for  it  appears  we  were  between  two  winds,  not  far 
distant  from  us  either  way.  We  crossed  the  equator  in  118°  W.,  and  were  22  days  into  port,  having  light 
winds  after  passing  28°  N.  I  was  very  particular  about  the  current,  from  30°  N.  and  135  AV.  into  port ; 
and  my  observations  confirmed  those  of  my  other  passages.  If  I  ever  should  come  this  way  again,  I  will 
never  cross  the  equator  cast  of  118°  AY.,  which  I  think  is  about  the  right  spot. 

Masconoma  (A.  D.  Cobb),  Boston  to  San  Francisco. 

March  19,  1853.  Lat.  51°  03'  S.;  long.  65°  39'  AV.  Barometer,  30.03;  temperature  of  air,  50°;  of 
water,  48°.  AVinds:  AA''.  N.  AA''.,  N.  AV".,  S.  AV.  First  part,  light  wind  and  line  weather;  middle,  moderate 
and  hazy;  latter,  fresh  breezes  and  line  weather. 

March  20.  Lat.  53°  37' S. ;  long.  05°  18'  AY.  Current,  1  knot,  N.  E.  Barometer,  29.94;  tempera- 
ture of  ail",  47°;  of  water,  45°.  AVinds:  AV.  S.  AV.  throughout ;  fine  breezes,  and  pleasant.  Barometer 
falling. 

March  21.  Lat.  55°  04' S. ;  long.  65°  13' AV.  Current,  the  same.  Barometer,  29.57;  temperature 
of  air,  48° ;  of  water,  44°.  AVinds :  N.  N.  AV.,  N.  N.  AV.,  N.  AV.  First  part,  light  winds,  and  clear ;  at 
6  P.  M.  hauled  up  to  go  outside  of  Staten  Land;  midnight,  strong  winds,  and  foggy;  morning,  more  mode- 
rate; at  8  A.  AL  hauled  up  to  westward  to  double  Cape  St.  John.     Ends  foggy. 

March  22.  Lat.  55°  25'  S. ;  long.  64°  20'  AV.  Barometer,  29.53  ;  temperature  of  air,  40°  ;  of  water, 
43°.  AA^inds :  N.  N.  AV.,  S.  AV.,  S.  E.  First  part,  light  airs,  and  foggy ;  middle  part,  very  thick,  with 
variable  winds,  and  light  rain;  latter  part,  variable  airs,  and  clear.  At  noon,  Cape  St.  John  bore  (i^er 
comp.)  N.  N.  E.  45  miles  distant.  .'...-,  .      . 

March  23.  Lat.  56°  07'  S.;  long.  66°  20'  AV.  Current,  1  knot,  N.  E.  Barometer,  29.50;  tempera- 
ture of  air,  47°;  of  water,  46°.  AVinds:  W.,  N.  AV.,  N.  AV.  by  AV.  First  part,  light  and  fine;  midnight, 
strong  winds.     Ends  with  light  airs  from  the  N.  AV.,  with  a  heavy  S.  AV.  swell.     Barometer  falling  slowly. 

March  24.  Lat.  56°  39'  S.;  long.  66°  49'.  Barometer,  29.25;  temperature  of  air,  47°;  of  water,  45°. 
AVinds:  N.  N.  AV.,  AV.,  AV.  Commences  light  winds,  and  cloudy;  midnight,  squally  and  rainy.  Ends  with 
strong  gales.     Barometer,  steady. 

March  25.  Lat.  57°  82'  S. ;  long.  67°  21'  AV.  Current,  1  knot,  N.  E.  Barometer,  28.90;  tempera- 
ture of  air,  41°;  of  water,  44°.  AVinds:  AV.  by  N.,  N.  AV.,  AV.  First  part,  strong  gales,  with  heavy  rain; 
moderated  during  the  afternoon ;  midnight,  the  wind  increased  to  a  hard  gale,  which  continued  throughout. 
At  noon,  barometer  28.84. 


CAl'E    ilOKN   TRACKS.  595 

March  2G.  Lat.  58°  03'  S.;  long.  67°  2G'  W.  Barometer,  28.84;  temperature  of  air,  41°;  of  water, 
42°.     Wind:  west;  hard  gales,  with  snow  sc^ualls. 

March  27.  Lat.  57°  45'  S. ;  long.  ()8°  17'  W.  Current,  1  knot,  E.  N.  E.  Barometer,  28.i)0;  temper- 
ature of  air,  40°  ;  of  water,  42°.  AVinds  :  W.,  S.  S.  W.,  E.  First  part,  hard  gales,  with  severe  hail  squalls ; 
middle,  light,  variable  winds;  at  10  A.  M.  wind  canted  to  S.  S.  W.  in  a  snow  squall,  and  increased  to  a 
hard  gale. 

March  28.  Lat.  57°  10'  S.;  long.  68°  20'  W.  Current,  the  same.  Barometer,  28.80;  temperature  of 
air,  37°;  of  water,  45°.  Winds:  S.  W.,  W.,  S.  by  AY.  First  ]>art,  strong  gales,  with  heavj-  squalls,  hail, 
and  snow;  middle,  the  same.     Ends  with  moderate  winds,  and  snow  squalls. 

March  29.  Lat.  o6°  35'  S.;  long.  69°  47'  \V.  Barometer,  29.60;  temperature  of  air,  36°;  of  water, 
46°.  Winds:  S.  by  AY.,  S.  b}^  AA".,  S.  Commences  with  strong  gales  and  heavy  squalls,  and  much  snow; 
at  10  A.  M.  more  moderate.     Ends  with  fresh  gales  and  light  squalls. 

March  30.  Lat.  o{J°  30'  S. ;  long.  71°  21'  AY.  Current,  2  knots,  E.  N.  E.  Barometer,  29.10;  tem- 
perature of  air,  36° ;  of  water,  43°.  AYinds :  S.,  S.  by  E.,  S.  Commences  fresh  gales  and  tine  weather ; 
middle,  light,  variable  wind.s,  with  light  snow  squalls.  Ends  fine;  with  good  observations  find  a  2  knot 
current  (easterly)  for  the  last  three  daj's. 

M:iTch  31.  Lat.  56°  07' S.;  long.  73°  26'  W.  Current,  1  knot,  E.KE.  Barometer,  29.00;  tem- 
perature of  air,  36°  ;  of  water,  43°.  AYinds  :  S.  S.  E.,  S.  by  E.,  S.  S.  E.  First  part,  strong  winds,  with  light 
snow  squalls;  middle,  light  and  variable,  with  heavy  clouds;  latter,  moderate  and  fine. 

April  1.  Lat.  55°  36'  S. ;  long.  78°  18'  W.  Barometer,  29.45 ;  temperature  of  air,  38°  :  of  water, 
43°.  Winds :  S.  E.,  S.,  S.  S.  E.  First  part,  moderate ;  middle  and  latter  parts,  strong  gales,  with  snow 
squalls. 

April  2.  No  observation.  Barometer,  29.64 ;  temperature  of  air,  43° ;  of  water,  45°.  AYinds:  S.  S. 
W.,  S.  S.  W.,  S.  AY.  Commences  with  strong  winds,  rain,  and  snow ;  middle,  strong  winds  and  cloudy ; 
latter,  strong  gales,  with  snow  and  rain.  .       .' 

April  3.  No  observation.  Barometer,  29.64;  temperatui-e  of  air,  45° ;  of  water,  46°.  Winds :  S.  AY., 
S.  S.  AY.,  S.     Commences  with  strong  gales  and  thick  weather,  which  continue  throughout  the  day. 

April  4.  No  observation.  Barometer,  29.85 ;  temperature  of  air,  47°  ;  of  water,  50°.  AYinds :  S.  S. 
AY.,  S.  W.  by  S.,  S.  W.  Commences  with  strong  winds,  and  rainy  appearances ;  midnight,  strong  gales, 
and  thick  cloudy  weather.     Ends  with  fresh  breezes,  and  cloudy.     Lat.  (D.  E.)  supposed  to  be  about  50°  S. 

A.  Chiseborowjh  (R.  C.  Chiseborough),  New  York  to  San  Francisco. 

March  19, 1853.  Lat.  50°  57'  S. ;  long.  65°  46'  W.  Barometer,  30.00 ;  temperature  of  air,  56°  ;  of  water, 
52°.  Winds:  N.,  W.,  S.  AA''.  First  part,  wind  light  and  pleasant ;  middle  and  latter  parts,  moderate  breezes 
and  pleasant.     Barometer  varying  from  29.55  to  30.20,  without  any  change. 

March  20.  Lat.  53°  24'  S.;  long.  65°  17  AY.  Barometer,  29.90;  temperature  of  air,  58°;  of  water, 
54°.     AYinds :  S.  AY.,  W.,  N.     First  and  middle  parts,  moderate  and  pleasant ;  latter  part,  light. 


696  THE  WIND  AND  CUBKENT  CHARTS. 

March  21.  No  observation.  Barometei',  29.70 ;  temperature  of  air,  58° ;  of  water,  48°.  Wind  north. 
First  and  middle  jiarts,  pleasant;  latter,  foggy;  wind  varialde. 

March  22.  No  observation.  Barometer,  29.50;  temperature  of  air,  5G° ;  of  water,  49°.  Winds: 
yariable  throughout.  Begins  with  light  winds  and  a  thick  fog.  At  noon,  sounded  in  40  fathoms  ;  wore 
ship  to  the  westward ;  at  3  P.  M.  saw  N.  W.  point  of  Staten  Land  bearing  E.,  distant  3  miles ;  wore  ship 
to  the  southward ;  strong  tide  setting  E.  N.  E. ;  tacked  ship  to  N.  E. ;  8  P.  M.  fell  calm  ;  9  P.  M.,  light 
southerly  breeze ;  saw  the  land,  bearing  east,  8  miles  distant ;  midnight,  rain ;  2  A.  M.  calm ;  6  A.M.  St. 
Diego  bearing  W.,  10  miles  distant;  Cape  St.  Bartholomew,  S.  by  E.,  14  miles;  being  in  45  fathoms  water, 
and  finding  a  strong  tide  setting  to  the  eastward,  concluded  not  to  go  through  the  Straits  of  Le  Maire;  ends 
with  light  winds;  at  11  hours  30  min.  Cape  St.  John,  E. S. E.,  15  miles  distant. 

March  23.  No  observation.  Barometer,  29.50;  temperature  of  air,  53°;  of  water,  48°.  Winds:  W., 
N.  N.  E.,  N.  First  part,  light  wind,  with  fine  weather.  At  G  P.  M.  calm ;  8  P.  M.  light  N.  N.  E.  breeze ;  at 
10  moderate ;  strong  current  W.  S.  W.,  and  finding  we  could  not  clear  Cape  St.  John,  tacked  to  the  west- 
ward, and  stood  again  for  the  Straits  of  Le  Maire;  at  7  hours  30  min.  entered  with  a  strong  favorable  tide 
and  light  north  wind;  at  9  A.  M.  passed  Cape  Good  Success;  ends  clear. 

March  24.  Lat.  56°  29'  S.;  long.  6()°  40  W.  (D.  E.)  Barometer,  29.30;  temperature  of  air,  49°;  of 
water,  48°.  AViuds:  N.  N.  E.,  calm,  W.  Begins  with  light  winds  and  fine  weather;  middle  part,  calm; 
at  2  A.  M.  strong  gales  from  the  westward,  with  rain  and  hard  squalls ;  ends  moderate,  with  the  sun  out  at 
times. 

March  25.  Lat.  (D.  E.)  57°  10'  S.;  long.  (D.E.)  68°  50'  W.  Barometer,  29.00;  temperature  of  air, 
44° ;  of  water,  48°.  Winds :  W.,  N.,  N.  W.  Begins  moderate ;  at  3  P.  M.  Cape  Iloru  in  sight,  bearing 
N.  W.,  40  miles  distant ;  8  P.  M.  wind  light  from  the  northward ;  midnight,  strong  gales ;  4  A.  M.  squally, 
with  hail ;  ends  strong  gales  and  heavy  sea. 

March  26.     Lat.  58°  15'  S.;  long.  .     Barometer,  28.85;  temperature  of  air,  40°;  of  water,  44°, 

Winds :  W.,  W.,  W.  S.  W.  Commences  with  hard  gales  and  heavy  squalls ;  at  1  P.  M.  barometer,  28.85 ; 
wind  increasing;  at  2  barometer,  29.10  ;  squalls  not  so  heavy  ;  middle  and  latter  parts,  strong  gales  and  hard 
squalls  of  liail  and  rain. 

March  27.  Lat.  57°  40'  S. ;  long.  70°  10  W.  Barometer,  28.80 ;  temperature  of  air,  40°  ;  of  water,  44°. 
Winds :  W.  S.  W.,  calm,  S.  W.  First  part,  moderate ;  middle,  calm ;  at  2  A.  M.  light  from  S.  E. ;  4  A.  M. 
south;  8  A.M.  S.  W.;  strong  gales  and  squalls;  ends  same;  barometer,  29.10. 

March  28.  Lat.  56°  30'  S.;  long.  71°  30'  W.  Barometer,  28.90;  temperature  of  air,  86;  of  water, 
42°.  Winds:  W.,  calm,  S.  W.  First  part,  strong  gales;  at  9  P.  M.  calm;  11  P.  M.  east;  1  A.  M.  S.  E. ; 
Barometer,  28.70 ;  8  A.  M.  hard  gales,  and  squalls,  and  high  sea ;  ends  the  same ;  barometer,  29.15. 

March  29.  Lat.  55°  40  S.;  long.  73°  10'  W.  Barometer,  29.10;  temperature  of  air,  38°;  of  water. 
42°.  Winds  :  S.  W.,  S.  W.,  S.  E.  First  part,  hard  squalls  and  calms ;  middle  part,  light ;  at  S  A.  M.  light 
from  the  eastward ;  barometer,  29.20. 

March  30.     Lat.  53°  57'  S. ;  long.  75°  30'  W.     Barometer,  20.20  ;  tempei'ature  of  air,  40°  ;  of  water,  43°. 


CAI'E   IIOKN   TKACKS.  597 

Winds:  S.  K.,  S.  S.  W.,  S.  S.  W.  First  part,  liglit  i'roni  the  soutlnvai'd,  with  light  snow  sqnalls  ;  at  3  P.  ^L 
pleasant;  middle  and  latter  parts,  moderate,  with  light  suo\vs<|na]ls;  at  11  hours  oO  niin.  A.  M.  i)asscd 
through  strong  tide  rips. 

March  31.  Lat.  52°  48'  S.;  long.  77°  87'  W.  Barometer,  29.  Temperature  of  air,  42°;  of  water, 
46°.     Wind  :  variable  throughout.     Frequent  squalls  of  snow,  and  .sometimes  calm. 

April  1.  Lat.  49°  41'  S.;  long.  78°  80'  W.  Barometer,  29.20.  Temperature  of  air,  45°;  of  water, 
47°.  Winds:  variable,  S.,  S.  Fir.st  part,  variable,  with  light  srjualls  of  rain  and  snow.  At  6  P.  M.  strong 
gales  and  hard  squalls  from  the  southward ;  middle  and  latter  parts  the  same ;  at  noon  barometer,  29.70. 

Lnchwic  (S.  riumer),  Boston  to  California. 

.March  7, 1853.  Lat.  47°  51' S. ;  long.  03°  W.  Current,  slight,  N.  Barometer,  29.08.  Temperature  of 
air,  54°;  of  water,  58°.  Winds :  N.  W.,  S.  S.  W.,  W.  S.  W.  Begins  with  a  fine  ]S.  W.  wind  and  pleasant 
weather ;  at  evening,  it  hauled  to  the  westward.  During  the  night,  wind  baflling  from  W.  to  S.  At  8 
A.M.  sounded  in  65  fathoms;  black  and  yellow  fine  sand.  Latter  part,  fine  breezes  and  pleasant.  Baro- 
meter rather  low  for  such  weather,  29.00  to  29.70.  Much  kelp  and  sea-weed.  2  A.  M.  tacked  to  W., 
and  at  8  A.  M.  to  S. 

March  8.  Lat.  50°  26'  S.;  long.  65°  83'  W.  Barometer,  28.88.  Temperature  of  air,  58°;  of  water, 
5S°.  Winds:  W.  S.  W.,  N.  W.,  W.  BcErins  with  light  breezes  and  fine  weather;  evenint;-,  wind  hauliii"- 
to  X.  W.,  and  increasing;  middle,  fresh  gales;  barometer  falling,  29.40;  latter  part,  hard  gales  and  cloudy; 
barometer  at  a  stand,  28.88 ;  wind  hauling  to  S.  W. 

March  9.  Lat.  51°  22'  S.;  long.  64°  86'  W.  Slight  northerly  current.  Barometer,  29.25.  Temi}era- 
ture  of  air,  52°;  of  water,  48°.  Winds:  W.  S.  W.,  S.  W.,  S.  S.  W.  First  part,  hard  gales  and  furious 
squalls ;  middle  and  latter  parts,  hard  gales.     Barometer  rising  very  slowly. 

March  10.  Lat.  51°  51'  S.;  long.  64°  56'  W.  Current  (per  hour),  1  knot,  N.N.  W.  Barometer, 
29.30.  Temperature  of  air,  50°;  of  water,  48°.  Winds:  S.  W.  by  S.,  S.  W.  by  W.,  S.  W.  Unsteady 
winds  and  dark  cloudy  weather,  with  showers  of  rain.  At  1  P.  ^1.  wore  ship  to  the  westward,  and  at  8, 
to  the  southward. 

March  11.  Lat.  51°  53'  S.;  long.  05°  26'  W.  Current  (per  hour),  f  knot,  N.  Barometer,  29.55. 
Temperature  of  air,  49°;  of  water,  48°.  Winds:  S.  W.,  S.  S.  E.  to  S.,  S.  S.  W.  Begins  with  unsteady, 
gloomy,  rainy,  and  squally  weather.  Barometer  falling.  11  P.  M.  wind  hauled  S.  S.  E.  suddenly  in  a 
squall;  wore  to  the  westward;  barometer  rose  j*y-  with  this  change  of  wind.  Ends  with  hard  gale,  rough 
sea,  and  clear  sky. 

March  12.  Lat.  52°  34'  S. ;  long.  66°  28'  W.  Current  (per  hour),  |  knot,  N.  N.  W.  Barometer, 
29.60.  Temperature  of  air,  53°  ;  of  water,  49°.  AVinds :  S.  S.  W.  to  S.  E.,  S.  E.  to  N.  E.,  N.  E.  to  N.  N.  W. 
Moderating;  sea  going  down;  during  the  night,  a  light  air  hauling  to  the  northward.  Ends  with  a 
moderate  N.  N.  W.  wind  and  cloudy  weather.     Barometer  from  29.90  to  29.60. 

March  18.     Lat.  54°  50'  S.;  long.  65°  W.     Barometer,  29.18.     Temperature  of  air,  51°;  of  water. 


598  THE   WIND   AND    CUKRENT   CHARTS. 

49°.  Winds:  N. N.  W.,  N.  W.,  K  "W.  to  W.  Begins  with  light  breezes  and  cloudy.  Sounded  in  from 
47  to  54  fathoms.  At  daylight  saw  the  land.  At  10  hours  15  miu.  entered  the  Straits  of  Le  Maire  with  a 
fine  N.  W.  wind,  which  hauled  to  "W.  in  the  straits.  Found  a  six  kuot-curreut  setting  through,  and  of 
course  quite  a  turbulent  sea.  At  noon,  Cape  Good  Success  bore  S.  AY.  I  W.,  and  Cape  St.  Bartholomew 
(Staten  Land)  P].  J  N.  (per  compass).  Clear  in  the  straits,  but  cloudy  over  the  laud.  Barometer  falling 
gradually,  with  a  continued  light  breeze  and  pleasant  weather. 

March  14.  Lat.  55°  56'  S. ;  long.  64°  18'  W.  Current  (per  hour),  h  knot,  N.  E.  Barometer,  29.25. 
Temperature  of  air,  40°  ;  of  water,  44°.  Winds  :  W.,  W.  S.  W.,  S.  AV.  by  W.  Begins  with  light  airs  and 
calms.  At  4  P.  M.  a  fresh  breeze  sprung  up  at  AV.  S.  AV.,  which  soon  became  a  gale.  Middle,  hard  gales 
and  harder  squalls.     Latter,  more  moderate.     Saw  cape  pigeons  and  other  birds. 

March  15.  Lat.  56°  05'  S. ;  long.  63°  34'  AA^.  Barometer,  29.60 ;  temperature  of  air,  42°  ;  of  water, 
44°.  Winds :  S.  S.  AV.,  S.  S.  AV.  Hard  gales  and  heavy  squalls ;  wind  from  S.  S.  AV.  to  S. ;  wore  ship  twice ; 
wind  and  sea  gradually  increasing ;  no  observation.     Barometer  rising  slowly  all  day. 

March  16.  Lat.  55°  25'  S. ;  long.  63°  35'  AV.  Barometer,  29.76;  temiierature  of  air,  44°  ;  of  water, 
43°.  Winds :  S.  by  W.,  S.,  S.  by  AV.  Commences  with  hard  gales  and  squalls,  with  snow  and  hail — wea- 
ther same  during  the  night.  At  6  A.  M.  saw  Staten  Land  bearing  from  N.  AV.  to  N. ;  wore  ship  to  the  S. 
E. ;  latter  part,  moderating,  but  squally;  found  40  miles  northward  in  the  last  two  days. 

March  17.  Lat.  (bearings)  55°  18'  S.;  long,  (do.)  63°  35'  AV.  Current  (per  hour)  1  knot,  N.,  42°  E. 
Barometer,  29.82;  temperature  of  air,  43°;  of  water,  43°.  AVind:  S. ;  unsteady  winds,  and  cloudy,  with 
hail,  snow,  and  rain,  during  first  and  middle  parts;  latter  part,  light  winds  and  cloudy.  Tacked  twice,  and 
laid  up  well  on  both  tacks. 

March  18.  Lat.  57°  08'  S. ;  long.  63°  34'  AA^.  (D.  11.)  Barometer,  29.40  ;  temperature  of  air,  45°  ;  of 
water,  44°.  AA^iuds:  S.  S.  AA^.,  AV.  Begins  with  light  breezes  ;  during  the  night,  unsteady;  morning,  fresh- 
ening. Ends  with  a  settled  gale  from  AA^. ;  cloudy  during  the  day,  with  rain  the  latter  part;  barometer 
falling  slowly  ;  no  observation. 

March  19.  Lat.  58°  31'  S. ;  long.  63°  04'  AV.  (D.  R.)  Barometer,  29.45  ;  temperature  of  air,  47° ;  of 
water,  43°.  AVinds :  AA^.  S.  AV.,  AA^.  by  S.,  AV.  Hard  gales  and  foggy,  with  rain  squalls ;  barometer  sta- 
tionary ;  a  rough,  irregular  sea  running. 

March  20.  Lat.  58°  48' S. ;  long.  62°  10' AV.  Current  (three  last  daysX  52  miles,  N.  by  E.  Barome- 
ter, 29.55  ;  temperature  of  air,  45°;  of  water,  39°.  AVinds:  AV.  by  S.,  AV.  S.  AV.,  S.  AV.  by  W.  Hard 
gales  and  rainy,  with  a  bad  sea  running.  4  A.  M.  moderated  for  a  short  time,  a  little ;  barometer  fell  to 
28.25. 

March  21.  Lat.  59°  25°  S.  (D.E.);  long.  64°  10'  AV.  (D.  R.)  Barometer,  29.40;  temperature  of  air, 
44°;  of  water,  40°.  AVinds:  S.  W.  by  W.,  W.,  N.  AV.  First,  unsteady  breezes  and  foggy,  with  a  heavy 
sea  from  S.  W. ;  middle,  light  N..AV.  wind;  latter,  fine  N.  AV.  wind  and  foggy;  ship  pitching  heavily  into 
a  head  sea. 

March  22.     Lat.  60°  19'  S.;  long.  67°  23'  AV.     Current,  E.,  20  miles  in  two  days.     Barometer,  29.20; 


CAPE   HORN   TRACKS.  599 

temperature  of  air,  44°;  of  water,  41°.     Wind.s :  N.  W.  hy  \Y.,  N.  W.  by  W.,  W.  N.  W.     Un.steady  l)reczes 
from  ^V.  N.  W.  to  N.  W.,  and  fogg}'  througliout. 

March  -IS.  Lat.  60°  lo'  S. ;  long.  08°  41'  W.  Current,  ■/  knot  per  hour,  K.  X.  K.  Barometer,  29.02  ; 
temperature  of  air,  44°  ;  of  water,  43°.  ^\'mh  :  \V.  N.  \V.,  \V.,  N.  N.  W.  to  W.  N.  W.  Begins  witli  brisk 
breezes,  aud  foggy.  6  P.  M.  tacked  to  t!ie  noilhward  ;  middle,  light  air.s,  and  calm,  pleasant.  3  A.  M.  brisk 
breeze  from  N.  N.  W.,  tacked  to  W.    Ends  squally  ;  plcut}-  of  por[>oises,  penguins,  &c.  in  sight  about  the  ship. 

March  24.  Lat.  60°  50'  S. ;  long.  70°  21'  W.  Current,  1  knot  per  hour,  K.  N.  K.  Barometer,  28.82  ; 
temperature  of  air,  45°;  of  water,  41°.  Winds:  N.  W.,  W.  N.  W.,  N.  W. ;  winds  unsteady,  from  N.  \V. 
to  W.N.  W.,  with  squalls,  fog,  aud  rain;  from  a  calm  to  a  gale,  with  some  very  pleasant  weather.  Tacked 
ship  twice ;  a  heavy  swell  from  W.  S.  ^V. 

March  25.  Lat.  60°  37'  S.;  long.  70°  42'  W.  (D.  R.)  Barometer,  28.26  ;  temperature  of  air,  43°  ;  of 
water,  41°.  Winds:  N.  W.  by  N.,  W.  by  N.,  W.  by  IST.  Begins  with  brisk  breezes,  rainy,  and  squally, 
which  gradually  increased  to  a  gale  with  heavy  squalls  and  torrents  of  rain.  8  P.  M.  a  sudden  shift  of  wind 
to  west :  wore  to  the  N.     Ends  with  hard  gales  aud  heavy  sea  running. 

ilarch  26.  Lat.  59°  27'  S. ;  long.  70°  14'  W.  Barometer,  28.75;  temperature  of  air,  42;  of  water, 
43°.  Winds :  W.  N.  W.,  W.,  W.  by  S.  First  part,  hard  gales  and  squall}^,  with  a  high  sea ;  middle,  hard 
squalls  with  rain,  sleet,  hail,  and  snow ;  latter  part,  unsteady,  but  moderating ;  snow  squalls ;  heavy  sea 
from  W.  S.  W. 

March  27.  Lat.  58°  03'  S.;  long.  71°  00'  W.  Barometer,  29.00  ;  temperature  of  air,  42°;  of  Avater, 
43°.  Winds  :  W.  by  N.,  W.  S.  W.  First  part,  unsteady  breezes  with  snow  sipualls  ;  middle,  calm  ;  morn- 
ing, hard  gale  and  hard  squalls,  from  S.  W.  to  W.  S.  W.  Ends  with  snow  aud  rain;  heavy  sea  running; 
no  current  the  last  two  days. 

March  28.  Lat.  57°  04'  S.;  long.  72°  40'  W.  Barometer,  29.00 ;  temperature  of  air,  38° ;  of  water, 
44°.  Winds :  W.  by  S.,  baffling,  S.  by  W.  First  part,  hard  gales  from  westward,  and  squally  ;  8  P.  M. 
fell  calm;  barometer,  28.60;  light  snow  falling;  middle,  light  breeze  from  east,  which  soon  hauled  to  the 
south,  and  increased  to  a  gale ;  clear  weather ;  passing  snow  squalls.  Barometer  rose  at  4  A.  M.  Ends 
with  a  hard  gale,  hard  and  long  snow  squalls,  and  a  heavy  sea. 

March  29.  Lat.  56°  08'  S.;  long.  74°  42'  W.  Current,  J  knot  per  hour,  E.X.  E.  Barometer,  29.12  ; 
temjierature  of  ah-,  40°  ;  of  water,  44°.  Winds :  S.  by  W.,  S.  W.,  S.  First  part,  hard  gales  and  hard  snow 
squalls ;  middle  part,  moderate  but  squally  ;  latter  part,  strong  gales  and  cloudy. 

March  30.  Lat.  55°  14'  S. ;  long.  78°  38'  W.  Barometer,  29.25  ;  temperature  of  air,  42°  ;  of  water, 
45°.  Winds  :  S.  by  W.,  S.  W.,  S.  Unsteady  gales  and  cloudy  with  snow  squalls  and  a  high  sea.  Baro- 
meter fell  ,\  or  ^*u ;  rose  again.     Many  birds  about. 

March  31.  Lat.  53°  40'  S. ;  long.  81°  19'  W.  A  slight  westerly  current.  Barometer,  29.10 ;  temper- 
ature of  air,  44°;  of  water,  46°.  Winds:  S.  W.,  S.  W.  by  W.,  S.S.  W.toS.  First  part,  light  winds  aud 
cloudy  with  light  snow  squalls ;  middle  part,  fresh  gales  and  cloudy  ;  latter  part,  wind  hauling  to  southward  ; 
heavy  gale  and  heavy  sea. 


600  THE  WIND  AND  CUKKENT  CHARTS. 

April  1.  Lat.  51°  42'  S. ;  long.  85°  09'  W.  (D.  E).  Barometer,  29.85;  temperature  of  air,  45°  ;  of 
water,  47°.  Winds :  S.  by  E.,  S.,  S.  by  W.  First  part,  hard  gales  and  squally  with  hail,  and  a  bad  sea. 
Runnino'  with  wind  and  sea  on  the  quarter,  and  shipping  much  water.  Middle,  moderating,  sea  more  regular. 
Ends  unsteady  gales,  cloudy  and  squally.     Barometer  rising  all  day. 

April  2.  Lat.  49°  58'  S. ;  long.  88°  22'  W.  Barometer,  30.00 ;  temperature  of  air,  48°  ;  of  water,  48°. 
Winds :  S.  W.  by  S.,  S.  AV.,  S.  W.     Eresh  and  cloudy. 

Sluj)  Fs liter. 

March  7,  1853.  Lat.  49°  48'  S. ;  long.  64°  05'  W.  Barometer,  29.20;  temperature  of  air,  51°; 
Winds  :  N.  AV.,  S.  S.  W.,  W.  S.  W.     First  part,  strong  ;  middle  and  hitter  })arts,  pleasant  breezes. 

March  8.  Lat.  52°  15'  S. ;  long.  64°  35'  AV.  Barometer,  28.40.  AVinds :  AV.  S.  AV.,  AV.N.  W.,  AV.  S. AV. 
First  part,  strong  breezes ;  latter  part,  moderate. 

March  9.  Lat.  51°  54'  S. ;  long.  63°  55'  AA^.  Barometer,  28.20.  AYinds:  W.  S.  AY.,  AY.  S.  AY.,  S.  AY. 
by  S.  At  9,  commenced  blowing  a  hurricane,  with  a  heavy  sea.  Ship  under  main  spencer,  lying  to.  At 
7,  shipped  a  sea  breaking  adrift  water-casks,  &c. ;  barometer  ceased  to  fall.  At  3  P.AI.  began  to  rise  ;  wind 
abated  a  little. 

March  10.  Lat.  52°  50'  S.;  long.  63°  50'  AY.  Barometer,  20.90;  temperature  of  air,  45°;  of  water, 
40°.     AYiuds :  S.  AY.,  AY.  S.  AY.,  AY.  S.  AY.     Strong  gale  ;  latter  jiart,  heavy  squalls  of  hail  and  rain. 

March  11.  Lat.  53°  53'  S. ;  long.  62°  55'  AY.  Barometer,  29.90;  temperature  of  air,  45°;  of  water, 
46°.     AYiuds :  W.  S.  AY.,  S.  W.,  S.  AY. ;  fresh  gales. 

March  12.  Lat.  54°  20'  S. ;  long.  63°  25'  W.  Barometer,  29.30 ;  temperature  of  air,  45° ;  of  water,  46°. 
AYiuds:  S.  AY.,  S.  S.  E.,  W.;  heavy  gales  and  squalls,  first  i)art;  latter,  fresh  breeze;  made  Stateu  Land  at 
2  hours  10  min.  A.  M. 

March  13.  Lat.  55°  30'  S. ;  long.  65°  20'  AY.  Barometer,  28.90 ;  temperature  of  air,  49°  ;  of  water, 
45°.  AYinds:  N.  AY.,  calm,  N.  AY.;  first  part,  strong  breezes  and  squally  looking  weather;  middle,  calm; 
latter,  strong  breezes;  passed  Statcn  Land  at  5  P.  M. 

March  14.  Lat.  56°  23'  S.;  long.  65°  00'  AY.  Current,  E.,  1  knot  per  hour.  Barometer,  29.00; 
temperature  of  air,  44° ;  of  water,  43°.  AYinds :  AY.  S.  AY.,  AY.  S.  AY.,  AY.  S.  AY. ;  first  part,  light  and  baffl- 
ing; at  6  P.  M.  wind  increased  suddenly  to  a  very  hard  gale,  wdth  a  heavy  hard  sea  from  south. 

March  15.  Lat.  55°  55'  S.;  long.  iiG°  12'  AY.  Current,  N.  N.  E.,  Ih  knot  per  hour.  Barometer, 
29.40;  temperature  of  air,  42°  ;  of  water,  45.     AA'inds:  S.,  S.,  S. ;  heavy  gales  and  squalls. 

March  16.  Lat.  55°  38'  S. ;  long.  65°  45'  AY.  Barometer,  29.50;  temperature  of  air,  42°;  of  water, 
45°.     AYinds :  S.,  S.,  S. ;  heavy  gales  and  squalls. 

Marcli  17.  Lat.  55°  30'  S.;  long.  65°  00'  AY.  Current,  N.  E.,  2  knots  per  hour.  Barometer,  29.50; 
temjterature  of  air,  50°;  of  water,  43°.  AYinds:  baffling  throughout.  AYe  have  had  130  miles  current, 
this  last  4  days,  setting  to  N.  N.  E. 


CAl'E    HOKX    TRACKS.  tiOl 

March  18.  Lat.  .57°  10'  S.;  long.  G.")"  30'  W.  Barometer,  2i).10  ;  temperature  of  air,  ol°;  of  water, 
i3°.     Winds:  S.  S.  Iv,  W.,  \V.  by  S. ;  first  part,  light  and  pleasant,  latter,  heavy  gales. 

March  19.  Lat.  :>S°  00'  S. :  long.  05°  30'  W.  Barometer,  29.00;  temperature  of  air,  52°;  of  water, 
|41°.     Winds:  W.  S.  W.,  calm,  W.  S.  W.;  first  and  last  part  heavy  gales  with  rain,  uiiddlc  ]iart  calm. 

March  20.  Lat.  58°  00'  S. ;  long.  05°  00'  \V.  Current,  E.  N.  K.,  1  knot  per  houi-.  Ikrometer, 
29.30;  temperature  of  air,  50°;  of  water,  4L  A\'iuds:  W.  S.  W.,  W.  S.  W.,  W.  S.  W.;  heavy  gales  and 
heavy  sea. 

March  21.  Lat  58°  30'  S. ;  long.  GG°  10'  W.  Barometer,  29.10 ;  temperature  of  air,  50° ;  water,  -13°. 
Winds:  W.  S.  W.,  W.  N.  \V.,  ^V. ;  light  hreezcs,  and  thick  weather. 

March  22.  Lat.  59°  30'  S. ;  long.  08°  30'  W.  Barometer,  28.90;  temperature  of  air,  50°  ;  water,  43°. 
Winds:  W.  by  X.,  W.  X.  "W.,  W.  by  N.;   first  part,  light;  latter,  good  breezes. 

March  23.  Lat.  00°  17'  S.;  long.  72°  15'  W.  Current,  S.  E.,  I  knot  per  hour.  Variation,  23°  E. 
Barometer,  28.70;  temperature  of  air,  50°;  of  water,  42.  Winds:  W.N.  AY.,  AV.  N.  AY.,  N.  AY.  Fresh 
breezes. 

March  24.  Lat.  00°  40'  S.;  long.  74°  40'  \Y.  Barometer,  28.2;  temperature  of  air,  49°;  of  water, 
41°.     AA^inds:  N.  W.,  AA^.  S.  AY.,  N.  W.     Strong  breezes  at  4  A.  M.,  for  an  hour.     Latter  part,  strong  gale. 

March  25.  Lat.  00°  40'  S.;  long.  74°  45'  W.  Barometer,  27.90;  temperature  of  air,  49°;  of  water, 
41°.     AYinds:  AY.  X.  AY.,  AY.  X.  AY.,  AY.     A^ery  heavy  gales. 

March  20.  Lat.  59°  28'  S.;  long.  74°  00'  AY.  Current,  east,  h  knot  per  hour.  Barometer,  28.40; 
temperature  of  air,  50°;  of  water,  42°.     AYinds:  AY.  S.  AA^.,  AY.,  AY.     Last  part,  fresh  breezes  with  squalls. 

March  27.  Lat.  57°  45'  S.;  long.  74°  00'  AA".  Barometer,  28.50;  temperature  of  air,  47°;  of  water, 
43°.  Winds:  W.,  S.  AY.,  AY.  S.  Vi.  First  part,  strong  breezes;  calm,  from  0  P.  ]\L  to  K)  P.  M.  Latter 
part,  strong  from  AA^.  S.  AA^. 

March  28.  Lat.  50°  28'  S.;  long.  75°  15'  AY.  Barometer,  28.90;  temperature  of  air,  45°;  of  water, 
43°.  Winds:  W.,  bafBing,  S.  by  AY.  First  part,  strong  breezes  and  squalls  at  0  P.  M.  to  10  P.  M. ;  baflling 
from  X.  to  X".  E. ;  at  midnight,  took  heavy  squall  from  south.     Latter  part,  strong  gales. 

March  29.  Lat.  55°  00'  S.;  long.  77°  00'  W.  Current,  east,  i  knot  per  hour.  Barometer,  28.90; 
temperature  of  air,  45°;  of  water,  44°.  AA^inds:  S.  by  AY.,  AY.  S.  AY.,  S.  E.  Fir-st  part,  strong  gales; 
middle  part,  moderate ;  latter  part,  strong  and  squally. 

March  30.  Lat.  52°  50'  S.;  long.  80°  00'  AY.  Barometer,  28.90 ;  temperature  of  air,  47°  ;  of  water, 
40°.  AYinds :  S.  S.  E.,  S.  AY.,  S.  S.  E.  First  part,  strong  breezes,  with  squalls ;  middle,  light ;  latter  part, 
strong.  ■  .... 

March  31.  Lat.  50°  30'  S.;  long.  81°  00'  AY.  Barometer,  28.80;  temperature  of  air,  47°;  of  water, 
46°.     AYinds :  S.  AY.,  S.  S.  W.,  S.  S.  AY.     First  part,  moderate  ;  latter  part,  strong  gale. 

Shi2i  Aldeharan. 

March  4,  1853.     Lat.  50°  13'  S.;  long.  66°  27'  W.     Barometer,  29.50;  temperature  of  air,  02°;  of 
76 


602  'J'ilK  WIND  AND  CUKHENT  CUAKTS. 

water,  56°.  Winds:  variable,  N.  N.  E.,  N.  N.  W.  First  and  middle,  pleasant;  latter  part,  thunder  and 
li"'lituin!i". 

March  5.  Lat.  51°  28'  S. ;  long.  6(3°  15'  W.  Barometer,  29.00.  Winds:  S.  W.,  W.,  N.  W.  From 
4  P.  M.  to  4  A.  M.  heavy  gales. 

March  6.  Lat.  53°  18'  S. ;  long.  65°  11'  W.  Barometer,  20.50  ;  temperature  of  air,  65°  ;  of  water,  58°. 
Wind :  variable  from  north  to  west.     Moderate  breezes  and  jileasant. 

March  7.     Lat.  54°  26'  S. ;  long.  W.     Barometer,  29.20 ;  temperature  of  air,  54° ;  of  water, 

60°.  Wind:  IST.  W.  Comes  in  fresh  breezes  from  W.  N.  AV.,  and  cloudy;  middle  part,  same.  Lay  head 
to  the  northward  during  the  night;  morning  stood  to  the  southward  ;  0  A.M.  clouds  lifting;  saw  the  land. 
At  noon,  Cape  St.  John  (Staten  Land)  bore,  per  compass,  S.  E.  by  E.,  20  miles. 

March  8.  No  observation.  Barometer,  28.70;  temperature  of  air,  56° ;  of  water,  52°.  Winds:  W. 
N.  W.,  W.  N.  W.,  N.  W.  Fresh  breezes  and  pleasant.  Passed  the  land  about  eight  miles  off.  From  8  to 
to  meridian,  faint  airs.     Ends  pleasant.     Barometer  falling. 

?i[arch  0.     Lat.  55°  11'  S. ;  long. W.     Barometer,  29.00;  temperature  of  air,  54°;  of  water, 

50°.  Winds:  N.  W.,  S.  W.  by  W.,  S.  AV.  by  S.  Commences  with  strong  gales,  with  rain,  thunder,  and 
lightning ;  from  5  P.  M.  to  4  A.  M.,  I  think  as  haixl  a  gale  as  I  ever  experienced,  and  as  bad  a  sea.  Baro- 
meter, 28.65.  At  9  A.  ^L  wind  and  sea  going  down;  wore  ship  to  the  N.  AV. ;  ends  strong  gales,  but  sea 
falling,  and  barometer  rising. 

March  10.  Lat.  55°  33'  S.;  long.  62°  38'  AV.  Barometer,  29.50;  temperature  of  air,  52°;  of  water, 
50°.     AVinds  :  S.  S.  W.,  AV.  S.  W.,  S.  AV.     Strong  breezes,  and  pleasant ;  ends  squally. 

March  11.  Lat.  55°  27'  S.,  long.  62°  40'  AV.  Barometer,  29.50;  temperature  of  air,  45°  ;  of  water, 
45°.     AVind :  S.  AV.     Strong  gales,  and  heav}^  sea. 

March  12.  No  observation.  Barometer,  29.45 ;  temperature  of  air,  48° ;  of  water,  46°.  AVinds : 
S.  S.  E.,  S.  AV.,  N.  AV.     Strong  gales,  and  rough  sea. 

March  13.  No  observation.  Barometer,  29.40;  temperature  of  air,  44°;  of  water,  44°.  AVinds: 
W.  N.  AV.,  AV.,  AV.     Moderate  ;  saw  land  about  Cape  Horn. 

March  14.  No  observation.  Barometer,  29.85;  temperature  of  air,  45°;  of  water,  42°.  AVinds: 
W.,  S.  W.,  S.  AA''.  by  S.     LLeavy  gales,  and  dirty  weather. 

March  15.  No  observation.  Barometer,  29.90;  temperature  of  air,  46°;  of  water,  44°.  AVinds: 
S.,  S.,  S.  S.  W.     Strong  gales,  and  cloudy. 

March  16.  Lat.  56°  30'  S.;  long.  66°  17'  W.  Barometer,  30.00;  temperature  of  air,  48°;  of  water, 
46°.     AVinds :  S.,  S.  S.  W.,  S.  S.  AV.     Begins  with  strong  gales ;  ends  more  moderate. 

March  17.  Lat.  56°  31'  S. ;  long.  67°  16'  AV.  Barometer,  30.05.  AVinds :  S.,  S.  S.  E.,  S.  S.  E.  Light 
breezes,  and  cloudy.     At  noon.  Cape  Horn  bore  N.  N.  W. 

March  18.  Lat.  57°  54'  S. ;  long.  68°  37'  W.  Barometer,  29.80;  temperature  of  air,  45° ;  of  water, 
44°.     Winds :  AV.  S.  W.,  AV.,  AV.  S.  AV.     Begins  fixint ;  ends  strong  gales,  and  bad  -sea. 

March  19.  No  observation.  Barometer,  29.80  ;  temperature  of  air,  50°  ;  of  water,  56°.  AVind :  S.  AV. 
Very  heavy  gales,  and  bad  sea. 


CAI'E    HORN    TRACKS.  603 

March  20.  Lat.  r>7°  51'  S.;  long.  00°  2()'  W.  Barometer,  29.95;  temperature  of  air,  55°;  of  water, 
46°.     Winds:   \V.  l)y  S.,  \V.  S.  W'.,  ^V.  S.  \V.     Strong  decreasing  gales. 

IVfareli  21.  Lat.  57°  58'  S.;  long.  0'.)°  81/  W.  Barometer,  29.75;  temperature  of  air,  46°;  of  water, 
42°.     Winds  :  W.  S.  W.,  N.  W.,  W.  N.  W.     Light  breezes;  fogg}'  during  the  night. 

March  22.  Lat.  58°  34'  S.;  long.  69°  34'  W.  Barometer,  29.60  ;  temperature  of  air,  48°  ;  of  water, 
44°.     Wind  :  W.  N.  W.     Begins  moderate ;  ends  with  strong  breezes  and  passing  clouds. 

March  23.  Lat.  5'.)°  02'  S.;  long.  71°  25'  W.  T.anmicter,  29.05;  temperature  of  air,  48°;  of  water, 
44°.     Wind:   W.  X.  W.     Strong  breezes,  and  cloudy. 

March  24.  Lat.  69°  32'  S. ;  long.  73°  28'  W.  Barometer,  29.50;  temperature  of  air,  48°;  of  water, 
44°.     Winds:  W.  N.  W.,  X.  W.  by  N.,  N.  W.     Barometer  falling,  and  other  indications  of  a  blow. 

March  25.     Lat. ;  long. .     Barometer,  28.75  ;  temperature  of  air,  44°  ;  of  water,  42°.     Wind  : 

AV.  X.  W.,  and  variable.     Very  heavy  gale,  and  tremendous  sea. 

March  26.  Lat.  59°  47'  S.;  long.  73°  36'  W.  Barometer,  29.30  ;  temjierature  of  air,  45°  ;  of  water, 
43°.     Wind:  W.  IST.  W.,  and  variable.     Begins  heavy  gale ;  ends  more  moderate. 

March  27.  No  observation.  Barometer,  29.40 ;  temperature  of  air,  46° ;  of  water,  44°.  Winds  : 
W.  by  S.,  S.  S.  W.,  S.  W.     Strong  breezes,  and  snow  squalls. 

March  28.  Lat.  57°  30'  S.;  long.  75°  30'  W.  Barometer,  29.60;  temperature  of  air,  50°  ;  of  water, 
46°.     Winds :  AV.  S.  W.,  W.  S.  W.,  S.  S.  W.     Strong  breezes,  and  snow  squalls. 

March  29.  Lat.  56°  07'  S.;  long.  70°  52'  AV.  Barometer,  29.50;  temperature  of  air,  56°;  of  water, 
54°.     Winds :  S.  S.  W.,  S.  W.,  S.  S.  E.     Begins  with  snow  ;  ends  fine  rain. 

starch  30.  Lat.  54°  24'  S.;  long.  79°  52'  W.  Barometer,  29.50;  temperatiiro  of  air,  50°;  of  water, 
48°.     Winds :  S.  S.  AV.,  S.  S.  AV.,  S.     Moderate,  with  snow  squalls ;  ends  pleasant. 

March  31.  Lat.  52°  10'  S.;  long.  81°  52'  AV.  Barometer,  29.40;  temperature  of  air,  50°  ;  of  water, 
46°.     Wind  :  S.  S.  E.     Latter  part,  heavy  gale  of  wind  ;  lying  to. 

April  1.  Lat.  50°  28'  S.;  long.  84°  40'  W.  Barometer,  29.90;  temperature  of  air,  54°;  of  water, 
52°.     Wind:  S.  S.  E.     Begins  with  a  heavy  gale;  ends  with  fine  breezes. 

Sea  Serpent  (Howland),  New  York  to  San  Franci.sco,  forty-one  days  out. 

March  26, 1853.  Lat.  49°  2'  S.;  long.  64°  36'  W.  Barometer,  29.00 ;  temperature  of  air,  02° ;  of  water, 
55°;  water,  18  feet  below  the  surface,  50°.  AA'iuds:  N.,  N.  W.,  S.  to  S.  AV.  First  and  middle  parts,  brisk 
and  pleasant;  latter,  light  and  fine  weather;  forty-one  days  out. 

March  27.  Lat.  51°  32'  S. ;  long.  05°  20'  AV.  Barometer,  29.00;  temperature  of  air,  52°  ;  of  water,  54°; 
water,  depth  18  feet,  54°.  AVinds :  N.  N.  W.,  N.  W.,  AV.  S.  AV.  Moderate  and  clear  first  part ;  middle, 
brisk,  unsteady,  and  gusty;  latter,  a  hard  gale  and  squally. 

March  28.  Lat.  52°  24'  S.;  long.  60°  00'  AV.  Barometer,  29.10;  temperature  of  air,  45°;  of  water,  49°; 
water,  depth  18  feet,  48i°.  Winds:  W.  S.  AV.,  AV.,  S.  AV.  Moderate  gale  and  unsettled,  first  part;  middle, 
unsteady ;  latter,  strong  gale  and  passing  clouds. 


604  THE  WIND  AND  CURRENT  CHARTS. 

March  29.  Lat.  44°  06'  S.;  long.  65°  26'  W.  Barometer,  29.10;  temperature  of  air,  43°;  of  water, 
45°.  "Winds:  W.  S.  AY.  tlirougliout.  First  part,  strong  gale  and  passing  clouds;  middle,  more  moderate  and 
squally.     Ends  light.     At  noon,  Capo  St.  Diego,  N.  N.  W.  32  miles.     TIio  whole  land  covered  Avith  suow. 

March  30.  Lat.  54°  46'  S.;  long.  65°  12'  W.  Barometer,  29.10;  temperature  of  air,  45°  ;  of  water, 
47°.  Winds :  W.  S.  W.,  S.  W.  to  S.  S.  E.,  S.  W.  to  S.  S.  E.  Moderate  breezes,  all  night ;  light  baffling  winds 
and  snow  sfpialls.   Ends  same.   At  noon,  Diego  N.  N.  W.  6  miles  ;  S.  W.  point  Staten  Land,  S.  E.  J  E.  true. 

March  31.  Lat.  55°  00'  S.;  long.  65°  20'  W.  Barometer,  29.10  ;  temperature  of  air,  45°  ;  of  water, 
46°.  AVind  :  variable  i'roni  S.  S.  E.  to  S.  W.  Variable  squalls  of  snow ;  the  tide  set  through  the  straits 
until  5  P.  M. ;  being  in  mid  passage  got  into  a  strong  rip,  and  although  we  had  a  livcdcnot  breeze,  our 
vessel  was  unmanageable  for  an  hour,  until  we  cleared  it.  Tlie  current  then  set  us  baclv,  but  the  wind 
coming  off  the  land  light,  we  kept  our  ground  until  the  morning's  tide.  I  have  my  doubts,  if  it  is  always 
advisable  to  attempt  tliis  strait ;  it  has  detained  us  full  three  days;  we  could  have  reached  the  east  of  Staten 
Land  much  sooner  with  a  free  sail ;  at  any  rate,  our  detention  in  rounding  the  island  conld  not  have  been 
more.  After  passing  the  strait  the  wind  inclined  south,  so  that  we  could  not  malce  a  AV.  S.  W.  course  to  have 
cleared  the  land  on  the  starboard  tack.     At  noon,  Cape  Good  Success  bore  N.  AV.  6  miles. 

[Let  us  see  how  the  case  really  was,  and  if  the  Sea  Serpent  really  did  lose  "  full  three  days"  by  going 
through  the  Straits  of  Le  Maire. 

The  Golden  Racer,  at  the  same  time,  was  on  tbe  san:e  voyage,  and  she  was  directly  east  of  the  Sea 
Serpent,  March  28.  March  29,  the  Sea  Serpent  was  68  miles  farther  to  the  s(jutli ;  on  the  30th,  she  was 
86 ;  31st,  she  was  74 ;  and  April  1,  she  was  80  miles  flirther  south,  and  6°  fortlier  west  than  her  com- 
petitor. 

The  Sea  Serpent  got  clear  of  the  cape,  cro.sslng  the  parallel  of  50°  in  the  Pacific  two  days  ahead  of  the 
Racer.     This,  I  am  sure,  does  not  look  like  a  loss  of  three  days  in  the  straits,  but  more  like  a  gain  of  two. 

March  30,  the  Simoom  (Smith),  beat  through  Straits  of  Le  Maire.  On  the  31st,  she  was  just  34  miles 
south  of  the  Sea  Serpent.  She  hugged  tbe  laud  close,  and,  on  April  13,  was  in  49°  32',  and  90°  10'  AV., 
which  was  nearly  a  degree  ahead  in  latitude,  and  in  a  much  better  position  in  longitude. 

I  quote  the  abstract  log  of  the  Golden  Racer,  that  those  who  choose  may  compare  the  two.  It  will  be 
perceived  that  she  passed  east  of  the  Falklands. 

The  Sword-Fish  (Collins),  was  also  along  there  at  the  same  time.  She  was  forced  east  of  the  Fallvlands, 
March  29,  lat.  51°  23',  long.  57°.     April  2,  she  had  only  got  as  far  as  55°  S.,  and  63°  AV.] 

April  1.  Lat.  55°  50'  S. ;  long.  66°  14'  AV.  Barometer,  29.20;  temperature  of  air,  45°;  of  water, 
43°.  AVinds:  N.  AV.  to  AV.  N.  AV. ;  variable,  E.  to  S.  S.  E.;  light  and  unsteady;  fine  weather;  variable 
and  squally ;  at  noon,  cape  in  sight  35  miles  distant ;  48  days  out. 

Ajiril  2.  Lat.  56°  37'  S.;  long.  67°  16'  AV.  Barometer,  29;  temperature  of  air,  46°;  of  water,  44°. 
AVinds :  all  round  the  compass,  calm,  N.  AV. ;  variable  four  times  round  the  compass,  and  snow  squalls 


CAPE   HORN  TRACKS.  605 

all  niglit ;  calm,  and  hail,  sleet,  and  snow  ;  at  7  A .  M.  a  breeze  from  N.  W. ;  at  noon  W.  S.  W. ;  at  noon  cape 
horc  N.  38  miles;  saw  it  at  10  hours  ;iO  niiu.  A.  M. ;  land  entirely  covered  with  snow. 

Ai)ril  o.  Lat.  57°  08' S. ;  long.  67°  10'  W.  Barometer,  28.50;  temperature  of  air,  40°;  of  water, 
41°.  Winds:  W.,  W.  S.  ^V.,  S.  W.;  strong  breezes,  hail,  snow,  and  rain  all  night;  strong  gales,  and 
squally ;  latter,  more  |)leasant,  with  an  occasional  snow  squall. 

April -1.  Lat.  5G°  37' S. ;  long.  07°  40'  W.  Barometer,  28.70;  temperature  of  air,  39°;  of  water, 
40°.  AVinds:  S.  W.  by  W.,  S.  S.  W.,  W.  S.  AV".,  and  variable;  strong  and  squally;  middle,  moderate; 
latter,  variable,  all  round  the  compass. 

April  5.  Lat.  58°  17' S.;  long.  G8°  08'  AV.  Barometer,  28.(30;  temperature  of  air,  40°;  of  water, 
40°.  AViuds:  W.  S.  W.,  W.,  N.  AV.  to  N.  E.;  strong  and  squally;  middle,  more  moderate;  latter,  light 
snow  and  hail. 

April  0.  Lat.  58°  04'  S.;  long.  G9°  00'  AY.  Barometer,  28.30;  temperature  of  air,  44°;  of  water, 
42°.     AVinds:  S.  AV.,  AY.,  AA".  N.  A\^. ;  strong  squalls,  hail,  and  snow;  middle,  same;  latter,  mo:-e  pleasant. 

April  7.  Lat.  57°  48'  S.;  long.  71°  02'  AY.  Barometer,  29  ;  temperature  of  air,  39°;  of  water,  41°. 
AYinds :  N.  AY.,  AY.  N.  AY.,  AY.  S.  AY. ;  light  and  variable  ;  middle,  rain,  strong  winds.     Ends  squally. 

April  8.  Lat.  57°  18'  S.;  long.  73°  11'  \Y.  Barometer,  29  ;  temperature  of  air,  40° ;  of  water,  41°. 
AYinds:  W.,  AY.  S.  AY.,  N.  N.  AY. ;  brisk  gale ;  middle,  moderate ;  latter,  strong  gales,  heavy  head  sea. 

April  9.  Lat.  57°  28'  S.;  long.  75°  00'  AY.  Barometer,  29 ;  temperature  of  air,  42°  ;  of  water,  42°. 
AYinds:  N.N.  AY.,  calm,  calm.  Commences  strong;  calm  from  9  P.  ^NI.  to  noun,  with  a  cross  swell  and 
light  rain. 

April  10.  Lat.  55°  13'  S.;  long.  77°  10'  AY.  Barometer,  29.30;  temperature  of  air,  42°;  of  water, 
42°.     AYinds :  AY.  N.  AY.,  AY.  S.  AY.,  AY.  S.  AA^  ;  light  and  steady ;  middle  and  latter,  brisk,  and  line  weather. 

April  11.  Lat.  53°  13'  S.;  long.  79°  20'  AY.  Barometer,  30.  Temperature  of  air,  43°;  of  water, 
43°.     AYinds:  S.  AY.,  AY.  S.  AA^.,  calm.     Moderate  breezes  and  fine  weather ;  middle  part,  hazy. 

April  13.  Lat.  52°  35'  S.;  long.  81°  AA^  Barometer,  29.70.  Temperature  of  air,  48°;  of  water,  44°. 
AYinds:  N.  AY.,  and  N.N.  AY.  Moderate  breezes  and  fine  weather;  middle  part,  strong  breezes  and  rainy 
hazy  weather. 

April  13.  Lat.  50°  34'  S.;  long.  81°  25'  AY.  Barometer,  30;  tcmperalurc  of  air,  50°;  of  water, 
47°.     AA^inds:  W.,  S.  A\^.,  aud  calm.     AYeather  light  and  misty;  latter  part  calm;  a  heavy  head  sea. 

May  7.  Lat.  5°  N. ;  long.  106°  43'  AY.  Barometer,  29.70.  Current,  50  miles,  N.  AY.  Temjjcratnre 
of  air,  78°;  of  water,  82°.  AYinds:  S.  E.  by  S.,  S.  E.,  S.  by  E.  Moderate  breezes  and  unsteady  faint 
lightning  in  the  N.  E.;  we  have  experienced  a  strong  current,  which  is  uncommon  in  these  parts,  and  only 
encountered  off  the  Cape  of  Good  Hope. 

May  8.  Lat.  7°  55' N.;  long.  108°  10' AY.  Current,  12  miles,  N.  E.  Barometer,  29.70;  tempera- 
ture of  air,  80°;  of  water,  82°.  AYinds:  S.  S.  E.,  S.  by  AA".,  S.  AA^  :Moderatc  breezes  and  pleasant; 
middle  part,  variable  breezes  and  squally  appearances,  with  rain. 

May  9.     Lat.  9°  52' N.;  long.  109°  AY.     Current,  20  miles,  AY.N.A\\     Barometer,  29.70;  tempera- 


606  THE  WIND  AND  CURRENT  CHARTS. 

ture  of  air,  83°;  of  water,  85°.  Winds:  W.S.  AY.,  W.S.W.,  W.  ]\[oderatc  breezes  and  squally,  with 
rain  ;  latter  part,  calm. 

May  10.  Lat.  11°  N.;  long.  109°  23'  W.  Barometer,  29.70;  temperature  of  air,  83°;  of  water,  84°. 
Winds :  W.,  variable,  N.  W.  Moderate  breezes  and  squally ;  latter  i>art,  steady  and  pleasant.  At  5  P.  M. 
Clifferton  Rock  bore  N.  N.  W.  }  W.,  just  visible  from  the  deck,  15  miles  distant.  This  island,  in  the  track 
of  outwarddjound  vessels,  is  about  one  hundred  and  fifty  feet  high,  of  a  conical  shape.  Care  should  be 
taken  when  approaching  it  at  night.  We  passed  to  the  northward  of  it  in  moderate  clear  weather,  when 
the  roar  of  the  surf  warned  us  of  our  near  proximity.  We  could  not  see  the  island  distinctly,  but  what  we 
supjiosed  to  be  a  white  cloud,  proved  in  the  morning  to  be  the  island,  bearing  E.  N.  E.,  7  miles  distant. 

May  11.  Lat.  11°  53'  N".;  long.  109°  20'  W.  Barometer,  29.75;  temperature  of  air,  78°;  of  water, 
84°.  Winds:  N.  W.,  N.  E.  and  calm,  N.  E.  Light  baffling  winds  and  calm;  throughout  the  night 
thunder  and  lightning ;  latter  part,  moderate  breeze  and  pleasant ;  appearances  of  a  trade-wind. 

May  12.  Lat.  14°  04'  N.;  long.  111°  21'  W.  Barometer,  29.75  ;  temperature  of  air,  83° ;  of  water, 
85°.  Winds:  N.  E.,  K  E.  by  E.,  and  N.  E.  Finst  part,  light  breezes  and  squally;  middle  part,  moderate 
and  unsteady,  with  rain;  ends,  pleasant. 

Golden  Racer  (B.  M.  ISIelcher),  Boston  to  San  Francisco. 

March  26,  1853.  Lat.  48°  49'  S.;  long.  54°  05'  W.  Barometer,  29.80;  temperature  of  air,  55°;  of 
water,  47°.     W^inds  :  E. S.  E.,  E.,  N.  W.     First  and  middle,  moderate  breezes;  latter  part,  fresh  breezes. 

March  27.  Lat.  51°  30'  S.;  long.  55°  50'  W.  Barometer,  29.40;  temperature  of  air,  44°;  of  water, 
44.  Winds:  N.  AY.  to  S.  W.,  S.  W.,  N.  W.  Commences  with  strong  breezes;  middle  part,  moderate. 
Ends  with  strong  breezes  and  heavy  squalls. 

March  28.  Lat.  52°  27'  S.;  long.  56°  37'  W.  (D.  R.)  Barometer,  29.20;  temperature  of  air,  44°;  of 
water,  44°.  AYinds  :  W.  by  S.,  AY. byS.,  AY.  by  N.  First  part,  strong  gales  with  hail  squalls,  lying  to; 
middle  and  latter  parts,  more  modei-ate.     Barometer  fell  ,-„  in  four  hours. 

March  29.  Lat.  52°  58'  S.;  long.  56°  42'  AY.  Barometer,  29.20;  temperature  of  air,  38°;  of  water, 
43°.  Winds :  W.  l)y  S.,  AY.  by  S.,  AY.  by  S.  Strong  gales  and  heavy  squalls  varying  from  AY.  N.  W.  to  S.  W., 
accompanied  by  hail. 

March  30.  Lat.  53°  50'  S. ;  long.  57°  36'  W.  Barometer,  29.00 ;  temperature  of  air,  38°  ;  of  water, 
42°.  AA'^inds:  S.  AY.,  N.toE.,  S.  W.  Commences  with  strong  breezes  and  hail  squalls  ;  middle,  light  and 
variable  and  thick  snowy  weather.     Ends  fresh  breezes  and  passing  clouds. 

March  31.  Lat.  53°  46'  S. ;  long.  58°  58'  AY.  Barometer,  29.30 ;  temperature  of  air,  43° ;  of  water, 
43°.     AYinds :  S.  E.,  calm,  S.  AY.     Light  baffling  airs. 

April  1.  Lat.  54°  30'  S.;  long.  60°  30'  AY.  Barometer,  29.45;  temperature  of  air,  40°;  of  water, 
44°.  Winds:  S.  AY.  by  S.,  calm,  S.  E.  to  N".  E.  First,  light;  middle,  calm  ;  latter,  moderate  lireezes  with 
fine  weather  ;  whales  in  sight  daily  during  the  last  three  days;  water  colored. 

April  2.     Lat.  55°  19'  S.;  long.  63°  00'  W.     Barometer,  29.40;  temperature  of  air,  40°;  of  water, 


CAPE   HOKN   TKACKS.  607 

•12 \     "Winds:  N.E.,  X.  W.  to  S.  S.  E  ;  S.  S. E.  to  N.  W.     Commeuces  with  moderate  breezes;  middle  part, 
liail  squalls.     Ends  light  and  variable.     Staten  Laud  insight. 

April  8.  Lat.  56°  42'  S.;  long.  G4°  37'  W.  Barometer,  28.80;  temperature  of  air,  39°  ;  of  water, 
11  39°.  Winds:  W.  by  N.,  S. "W.,  W.S.  W.  Commenees  with  fresh  breezes;  middle  and  latter  parts,  heavy 
II  snow  aud  hail  squalls  and  southwest  swell. 

April  4.  Lat.  5(3°  17'  S.;  long.  G4°  35'  W.  Barometer,  29.00;  temperature  of  air,  41°  ;  of  water, 
IJ  41°.  Winds:  S.  W.,  S.,  W.  S.  W.  First  and  middle  parts,  heavy  snow  aud  hail  squalls.  Ends  with 
I   light  airs. 

j  April  5.     Lat.  57°  30'  S.;  long.  65°  00'  W.  (D.  R.)     Barometer,  28.80;  temperature  of  air,  40°;  of 

■water,  40°.     Winds:   W.  N.  W.,  W.  S.  W.,  W.  by  N.     First  and  middle,  heavy  snow  and  had  squalls.     Ends 
moderate. 

April  6.  Lat.  56°  49'  S. ;  long.  64°  20'  W.  Barometer,  29.55 ;  temperature  of  air,  40°  ;  of  water,  41  °. 
Winds:  W.  N.  W.,  S.  W.,  W.  N.  W.  Commences  with  strong  breezes;  during  the  afternoon  and  night 
hard  gales.     Ends  light  airs. 

April  7.  Lat.  57°  29'  S. ;  long.  G7°  35'  W.  Barometer,  29.00;  temperature  of  air,  40°;  of  water, 
41°.  Winds :  W.  N.  W.,  N.  W.  by  W.,  W.  X.  W.  to  S.  W.  Commences  with  light  airs ;  middle  part,  fresh 
breezes.     Ends  moderate,  variable,  and  thick. 

April  8.  Lat.  57°  32'  S.;  long.  67°  40'  W.  Barometer,  29.40 ;  temperature  of  air,  47°  ;  of  w-ater,' 
42°.  Winds :  S.  W.  by  W.,  S.  W.  by  W..,  S.  W.  to  X.  W.  First  and  latter  parts,  variable  airs ;  middle  part, 
fresh  breeze.  For  ten  or  twelve  days  have  had  a  current  of  about  one  knot  to  X.  E.  or  ¥,.  X.  E.  To  day 
have  found,  by  good  observations,  thirty-five  miles  current  E.  X.  E.  true. 

April  9.  Lat.  57°  30'  S. ;  long.  72°  40'  W.  Barometer,  29.10  ;  temperature  of  air,  44° ;  of  water,  41°. 
Winds :  W.  X.  W.,  X.  W.,  X.  X.  W.  Commeuces  with  fresh  breezes  ;  middle  and  latter  parts,  fresh  breezes 
and  squally  thick  mist}'  weather. 

April  10.  Lat.  56°  36'  S.;  long.  74°  00'  W.  Barometer,  29.70;  temperature  of  air,  40°;  of  winter, 
42°.  Winds:  S.  W.,  S.  W.,  S.  S.  W.  F'irst  and  middle  parts,  light  breezes;  heavy  sea  from  westward. 
Ends  with  fresh  breezes  and  squally  weather. 

April  11.  Lat.  54°  17'  S.;  long.  76°  36'  W.  Barometer,  30.15;  temperature  of  air,  44°  ;  of  water, 
42°.     Winds :  S.  W.,  S.  W.,  W.     First  part,  strong  breezes ;  middle,  moderate ;  latter,  light  and  variable. 

April  12.  Lat.  54°  58'  S.;  long.  80°  36'  W.  (D.  R.)  Barometer,  29.70;  temperature  of  air,  40°  ;  of 
water,  41°.  Winds:  W.  by  X.,  X.  W.,  W.  X.  W.  Begins  moderate;  middle  and  latter  parts,  thick  misty 
weather. 

April  13.  Lat.  53°  27'  S.;  long.  82°  20'  W.  Barometer,  30.00;  temperature  of  air,  42°;  of  water, 
43°.  Winds:  S.  E.,  S.  E.  to  X.  E.,  X.  First  part,  calm  and  light  breezes;  middle,  fresh  breezes.  Ends 
moderate,  variable  breezes,  and  cloudy. 

April  14.     Lat.  52°  16'  S.;  long.  85°  42'  W.     Barometer,  30.00;  temperature  of  air,  42°  ;  of  water, 


608  THE    WIND    AND    CUKRENT    CHAKTS. 

44°.     Winds:  N.  W.,  N.  W.to  S.,  S.  W.     Begins  with  thick  rainy -weather;  middle,  strong  breezes.     En<ls 
moderate  ;  durinfi;  the  niglit  tlie  barometer  fell  to  'I'J.oO. 

Aprd  15.  Lat.  49"  54'  S. ;  long.  80°  15'  W.  Barometer,  30.10;  temperature  of  air,  44°;  of  water, 
47°.  Winds:  W.  S.  W.,  AV.  S.  W.,  S.  W.  Commences  with  fresh  breezes  and  thick  weather;  middle, 
moderate.     Ends  with  light  airs  and  [)assing  clouds. 

Governor  Morton  (John  A.  Bergin),  forty-nine  days  out. 

March  29, 1853.  No  observation.  Barometer,  29.14;  temperature  of  air,  52°  ;  of  water,  51°.  Winds: 
N.  W.,  N.  W.,  S.  E.  Commences  with  a  fresh  breeze  ;  from  7  to  8  P.  !M.  much  chain  and  flash  lightning  at 
N.  W.,  and  some  thuudei',  without  much  increase  of  wind  ;  middle  part,  quite  moderate;  ends  light  breezes 
and  drizzling  rain  ;  passed  several  tide  rijis. 

March  30.  Lat  43°  31'  S.;  long.  59°  33'  W.  Barometer,  28.94;  temperature  of  air,  54°;  of  water, 
52°.  Winds:  S.  E.,  N.  E.,  N.  W.  AYind  unsteady,  with  thick  fog,  e.Kcept  at  intervals;  first  part,  light 
winds ;  middle,  fresh ;  latter,  moderate,  with  one  hour  of  clear  sky ;  numerous  tide  rips  setting  apparently 
N".  E.,  30  miles  current  in  the  last  two  days. 

March  31.  Lat.  43°  51'  S.;  long.  59°  36'  W.  Barometer,  29.10;  temperature  of  air,  50°;  of  water, 
61°.  AVinds:  N.  AV^.,  calm,  N.  AA'^.  Eirst  part,  light  breezes  and  pleasant;  middle,  baffling  and  calm,  with 
fog;  latter,  bafiling  and  light;  much  lightning  and  thunder  to  the  south;  8  A.  M.,  heavy  fall  of  hail,  with 
but  little  wind  from  the  south  ;  soon  after  which,  it  cleared,  with  a  light  westerly  air.  Current  to  N.  E.,  30 
miles ;  passed  several  tide  rips. 

April  1.  Lat.  45°  09'  S.;  long.  G0°  42'  W.  Barometer,  28.92  ;  temperature  of  air,  57°  ;  of  water,  54°. 
AYinds  :  AV.  to  W.  S.  AY.,  N.  AY.,  AY.  by  N.  First  part,  baffling,  with  squally  appearances  at  S.  S.  AY. ; 
middle  [>art,  with  lightning ;  latter,  a  strong  west  wind  and  pleasant. 

April  2.  Lat.  46°  17'  S. ;  long.  01°  30'  AY.  Barometer,  29.13  ;  temperature  of  air,  40° ;  of  water,  52°. 
AYinds  :  AY.  by  S.,  S.  S.  AY.,  S.  S.  AY.  First  part,  strong  and  squally ;  middle,  more  moderate  ;  latter,  fresh, 
with  rain. 

April  3.  Lat.  47°  18'  S. ;  long.  02°  11'  AY.  Barometer,  29.02 ;  temperature  of  air,  53°  ;  of  water,  53°. 
AYinds:  S.  AY.  by  S.,  AY.S.  AY.,  AV.  by  S.  First  and  middle  parts,  fresh  breezes  and  squally;  latter  part, 
fresh  breezes  and  pleasant. 

April  4.  Lat.  47°  52'  S. ;  long.  63°  OS'  AA".  Barometer,  29.00 ;  temperature  of  air,  51° ;  of  water,  52°. 
AYinds :  AY.,  S.  S.  AY.,  AY.  Eirst  part,  strong  breezes  and  squally,  with  lightning  to  the  S.  S.  AA^. ;  barometei", 
fluctuating  16  inches ;  middle  })art,  with  rain ;  at  10  P.  M.  barometer  28.80 ;  latter,  strong  moderating  wind, 
with  a  large  sea  from  S.  S.  AY. 

April  5.  Lat.  49°  03'  S.;  long.  62°  S3'  AA^.  Barometer,  29.54;  temperature  of  air,  51°;  of  water, 
50°.     AA^inds  :  S.  AA^.,  S.  S.  AY.,  W.     Strong  breezes  and  pleasant. 

April  0.     Lat.  50°  40  S. ;  long.  63°  31'  AY.     Barometer,  29.50 ;  temperature  of  air,  51° ;  of  water,  48°. 


CArE    IIOUN    TRACKS.  609 

Winds:  W.,  S.  W.  by  W.,  W.  S.  W.     Moderate  and  jilcasaiit,  first  part;  middle,  light  airs  and  dew;  latter, 
light  airs  and  pleasant. 

April  7.     Lat.  53°  2G'  S. ;  long.  G3°  55'  W.     barometer,  28.92  ;  temperature  of  air,  50  ;  of  water,  4G°. 
A\^inds:  N.,  N.,  N. N.  W.     First,  light  airs  and  jjleusant;  middle,  fresh  and  overcast;  latter,  light  winds, 
' :  drizzling,  and  foggy  ;  no  observation. 

April  8.     Lat.  ui°  25'  S. ;  long.  6o°  00'  W.     Barometer,  28.90 ;  temperature  of  air,  4i° ;  of  water,  -l-i". 
R  Winds :  X.  N.  W.,  S.  W.  to  S.  E.,  S.  E.     First  part,  light  airs  and  foggy ;  middle,  fresh  breezes  and  overcast ; 
latter,  light  breeze  and  clear  weather;  tide  rips;  current  setting  N.  E. 

April  9.  Lat.  51°  -if  S. ;  long.  64°  35'  W.  Barometer,  20.0-4 ;  temperature  of  air,  4G°;  of  water,  48°. 
Winds:  S.  E.,  calm,  W.  X.  W.  First  part,  light  winds  and  ]ilea.sant;  many  tide  rip.s;  middle,  calm  and 
pleasant ;  latter,  moderate  and  pleasant. 

April  10.  Lat.  56°  00'  S.;  long.  GG°  45'  W.  Barometer,  29.00;  temperature  of  air,  48°;  of  Avater, 
49°  .     Winds :  X.  X.  W.,  X.  W  .  by  X.,  X.     Fresh,  moderate,  and  light  breezes,  and  pleasant  weather. 

April  11.  Lat.  5G°  11'  S. ;  long.  69°  53'  W.  Barometer,  29.53;  temperature  of  air,  44°;  of  water, 
48°.  Winds :  S.  S.  E.,  S.  S.  E.,  S.  Commences  with  fresh  breezes,  with  rain  and  thick  fog ;  ends  moderate, 
with  snow  scpialls. 

April  12.  Lat.  56°  48'  S. ;  long.  72°  56'  W.  Barometer,  29.30 ;  temperature  of  air,  45°  ;  of  water,  45°. 
Winds :  S.  S.  W.,  W.  S.  W.,  X.  W.  by  W.  First  part,  moderate  breezes  and  pleasant ;  middle,  light  airs 
and  calm;  latter,  strong  and  rainy. 

April  13.  Lat.  55°  56'  S. ;  long.  75°  48'  W.  Barouietcr,  29.50  ;  temperature  of  air,  42°  ;  of  water,  45°. 
Winds :  W.  S.  W.,  S.,  S.  E.  Light  and  moderate  unsteady  winds,  with,  during  the  first  and  middle  parts, 
rain  and  mist ;  ends  pleasant. 

April  14.  Lat.  55°  02'  S.;  long.  79°  00'  W.  Barometer,  29.20;  temperature  of  air,  44°;  of  water, 
45°.  Winds:  X.  W.,  X.  W.,  S.  S.  W.  Commences  and  ends  with  light  breezes ;  during  middle  part,  fresh 
and  light  winds  and  rainy. 

April  15.  Lat.  53°  06'  S. ;  long.  81°  10'  W.  Barometer,  29.46  ;  temperature  of  air,  42° ;  of  water,  46°. 
^\^inds :  S.  W.,  S.  W.  by  S.,  S.  W.     Fresh  and  moderate  breezes  and  cloiidy,  with  squalls  and  some  rain. 

April  16.  Lat.  51°  17'  S. ;  long.  82°  54'  W.  Barometer,  29.6G ;  temperature  of  air,  43°  ;  of  water,  48°. 
Winds:  S.  W.  throughout.     Fresh,  moderate,  and  light  breezes,  and  cloudy,  squally  weather. 

April  17.  Lat.  50°  10'  S. ;  long.  84°  19'  W.  Barometer,  29.50  ;  temperature  of  air,  45°  ;  of  water,  48°. 
Winds:  S.  W.  throughout.     Moderate  and  light  baffling  winds  and  cloudy  weather. 

Paragon  (Samuel  Duncan),  Xcw  York  to  San  Francisco. 

April  17,  1853.     Lat.  50°  19'  S. ;  long.  62°  16'  W.    Temperature  of  air,  4G° ;  of  water,  46°.     Winds : 
S.  W.,  S.  W.,  W.  S.  W.     Comes  in  strong,  with  passing  clouds;  middle  part,  strong,  with  snow-squalls; 
ends,  blowing  hard  ;  close-reefed  topsails  ;  heavy  head  sea. 
77 


610  THE   WIND   AND   CURRENT   CHARTS. 

April  18.  Lat.  51°  13'  S. ;  long.  62°  31'  W.  Temperature  of  air,  18°;  of  water,  1G°.  Winds:  "W. 
S.  W.,  W.  S.  W.,  W.     Strong  breezes  and  clear;  lieav}'  Lead  sea;  stood  four  hours  to  the  N.  W. 

April  10.  Lat.  52°  12'  S.;  long.  62°  10'  W.  Temperature  of  air,  17° ;  of  water,  16°.  Winds  :  W. 
by  S.,  W.  by  S.,  W.  b}'  S.     Strong  breezes ;  ends,  hazy  and  overcast. 

April  20.  By  bearings,  lat.  51°  50'  S. ;  long.  (m°  10'  W.  Temperature  of  air,  16° ;  of  water,  16°. 
Winds:  W.  by  S.,  W.  by  X.,  W.  Commences  brisk  and  clear;  middle,  do.  uutil  2  A.  M.,  when  it  became 
cloudy,  with  small  rain  ;  1  A.  M.  under  close  reefs ;  8  A.  M.  saw  Capo  St.  Diego,  S.  S.  W.,  distant  4  leagues; 
at  10  A.  M.  it  bore  west;  at  noon  Good  Success  Bay  bore  west ;  a  moderate  southerly  tide;  mountains 
covered  with  snow.     Ends  moderate,  thick,  and  rainy.     Seventy  days  out. 

April  21.  Lat.  55°  59'  S. ;  long.  63°  11'.  Temperature  of  air,  10°;  of  water,  38°.  Winds:  S.  W., 
S.  W.,  W.  S.  W.  Commences  light;  at  1  P.  M.  calm,  and  the  tide  ahead;  I  was  afraid  of  drifting  back 
through  the  straits.  At  3  P.  M.  the  breeze  sprung  up,  and  enabled  us  to  clear  the  land  before  dark. 
Middle,  wind  increasing,  with  snow-si|ualls.     Ends,  heavy  gales  with  snow.     Lying  to. 

April  23.  Lat.  55°  16'  S. ;  long.  65°  08'  W.  Temperature  of  air,  38°  ;  of  water,  10°.  Winds:  S. 
S.  E.,  S.  E.,  calm.  Commences  fresh,  with  appearances  of  better  weather ;  middle,  moderate ;  ends  calm 
antl  cloudy.     No  observation.     Land  in  sight,  bearing  north. 

April  21.  Lat.  56°  22'  S. ;  long.  67°  00'  W.  Current,  cast,  IJ  miles  per  hour.  Temperature  of  air, 
41°;  of  water,  16°.  Winds:  N.  E.,  N.  E.,  N.  E.  Calm,  until  3  P.M.,  then  a  light  breeze.  Middle  and 
latter  parts,  moderate  and  fine.     At  noon.  Cape  Horn  bore  N.  W.  by  N.,  distant,  10  leagues. 

April  25.  Lat.  57°  10'  S. ;  long.  73°  08'  AV.  (D.  P.).  Current,  1  mile  east,  per  hour.  Temperature 
of  air,  15°  ;  of  water,  12°.  AViuds:  N.  E.,  N.  E.,  N.  E.  Commences  with  a  moderate  breeze,  and  cloudy. 
5  P.  AI.  thick  and  rainy.  Spoke  a  vessel  that  sailed  10  days  before  us.  Sexually  and  rainy  daring  the 
night.     Ends,  strong  breezes  and  cloudy. 

April  26.  Lat.  56°  17'  S.;  long.  76°  37'  W.  (D.  P.).  Current  same.  Temperature  of  air,  41°;  of 
water,  13°.  AYinds :  K  E.,  K  K  AV.,  N.  N.  AV.  Commences  brisk,  with  beautiful  weather;  during  the 
night,  strong  breeze,  and  thick,  rainy  weather;  ends  strong  breezes,  with  a  black,  heavy  appearance. 

April  27.  Lat.  57°  17'  S. ;  long.  77°  3i)'  AV.  Current,  E.,  f  mile  per  hour.  Temperature  of  air,  14°  ; 
of  water,  43°.  AVinds :  N.  E.,  N.  AY.,  N.  W.  Commences  with  strong  breezes  ;  middle,  strong  and  squally; 
ends  more  moderate. 

April  28.  Lat.  50°  22'  S.;  long.  80°  09'  AY.  Temperature  of  air,  43°;  of  water,  44°.  AYinds:  N. 
AY.,  N.  N.  E.,  E.  Commences  moderate,  with  a  large  ground  swell  from  AY.  S.  AY. ;  middle,  fresh  and  squally, 
with  rain;  ends  very  light,  with  thick  fog. 

April  20.  Lat.  54°  35'  S. ;  long.  81°  02'  AY.  Temperature  of  air,  11°;  of  water,  11°.  Winds :  S.,  AY. 
S.  AY.,  N.  AA^.     Commences  strong  and  foggy  ;  middle,  moderate  ;  ends  light. 

April  30.  Lat.  51°  10'  S. ;  long.  83°  27'  W.  (D.  P.).  Temperature  of  air,  17°  ;  of  water,  11°.  AYinds  : 
N.  AY.,  N.  AY.,  N.  AY.  First  part,  moderate,  with  fog ;  middle,  same,  with  drizzling  rain  ;  ends  fresh.  Noon, 
wind  veered  to  west,  and  the  weather  cleared. 


C.M'K    llOIiX   TRACKS.  (jll 

Jlay  1.  Lilt.  52°  13'  S.;  long.  81°  40'  W.  Temperature  of  air,  47°;  of  water,  48°.  Winds:  W., 
■\V.  N.  W.,  N.  AV.  Comes  in  uiotlcratc  ami  fine;  niidtUe  and  latter  parts,  frcsli,  with  good  weather.  At  8 
F.  it.  observed  a  comet,  bearing  AV.  S.  AV.,  about  15°  high. 

May  2.  (D.  E.)  lat.  50°  41'  S. ;  long.  79°  48'  AV.  Current,  X.,  I  mile  per  hour.  AVinds  :  X.  W.,  W. 
K.  AV.,  AV.  by  X.     First  part,  fresli  and  cloudy ;  middle  and  latter,  strong,  with  thick  and  dirty  weather. 

May  3.  (D.  R.)  lat.  49°  13'  S.;  long.  79°  00'  AV.  Current,  .y  mile  per  hour,  X.  Temperature  of  air, 
50°;  of  water,  51°.  AViuds;  AV.,  AV.,  W.  S.  W.  Strong  breezes,  with  thick,  rainy  weather  dui'ing  the 
night. 

Herculean  (AV.  M.  Chamberlin). 

April  20.  Lat.  50°  18'  S.;  long.  G5°  01'  AV.  Barometer,  29.48;  temperature  of  air,  47°;  of  water, 
46°.     A\"iuds:  calm,  X'.  X.  AA'.,  X.  AV.     ]\liddle  and  latter  parts,  fresh  breezes. 

April  21.  Lat.  52°  25'  S.;  long.  65°  AV.  Baroinetei-,  29.38;  temperature  of  air,  43°;  of  water,  44°. 
AA'inds:  AV. N.  AV.,  S.  AV.,  S.  AV.  by  S.  First  part,  fresh  breezes  and  pleasant;  middle,  strong  winds  and 
cloudy,  witb  some  rain.  Barometer  fell  to  29.12,  and  when  it  commenced  rising,  the  wind  hauled  to  S.  AV. 
Ends,  strong  winds,  with  heavy  squalls  of  hail,  snow,  and  rain. 

April  22.  Lat.  52°  88'  S.;  long.  63°  55'  AV.  Barometer,  29.50;  temperature  of  air,  36°;  of  water, 
44°.  AVinds  :  S.  S.  AV.,  S.  S.  E.,  S.  E.  First  part,  strong  winds  and  heavy  sea ;  middle,  more  moderate  ; 
ends  cloudy,  with  light  winds. 

April  23.     Lat.    ;    long.    .     Barometer,    29.05;    temperature    of   air,    36°;    of  water,    42°. 

Winds:  S.  E.,  E.  S.  E.,  X.  E.  Commences  light  winds  and  cloudy;  middle  part,  light  winds  and  calm; 
latter  part,  light  airs  and  thick. 

April  24.  Lat.  55°  19'  S. ;  long,  (bearings)  65°  15'  AA^.  Barometer.  29.60;  temperature  of  air,  40°; 
of  water,  44°.  AVinds:  X.,  X.  X.  AV.,  X.  E.  Commences  thick  and  light  winds ;  middle,  fresh  winds,  thick 
and  rain3%  7  A.  M.  entered  the  Straits  of  Le  Maire;  7  hours  30  min.  St.  Diego  bore  AV.  X.  AV.  AVhen  the 
weather  cleared,  saw  Staten  Land  bearing  E.X.  E.     Ends,  strong  winds  and  squally,  with  rain. 

April  25.     Lat. ;  long. .    Barometer,  29.40 ;  temperature  of  air,  40°  ;  of  water,  42°.    AVinds : 

E.  X.  E.,  E.  X.  E.,  X.  E.     Strong  winds  and  thick  rainy  weather. 

April  26.     Lat.  56°  24'  S. ;  long. .     Barometer,  29.40 ;  temperature  of  air,  40°  ;  of  water,  42°. 

AVinds:  X.  E.,  X.,  X^.  AV.  First  part,  strong  winds  and  cloudy;  middle  and  latter  parts,  strong  gales  and 
squalls  of  hail  and  rain. 

April  28.  Lat.  56°  18'  S.;  long.  78°  4'  AV.  Barometer,  29.05;  temperature  of  air,  42°;  of  water, 
41°.  AVinds:  X.,  X.  E.,  calm  and  variable.  Commences  strong  winds  and  cloudy  ;  4  P.  Af.  more  moderate  ; 
8  P.  M.  strong  winds  and  squally;  barometer  fell  to  28.92  ;  ends,  light  airs  and  calm.  Dead  reckoning  puts 
the  ship  in  80°  15'  W.,  consequently,  we  have  had  an  easterly  current. 

April  29.     Lat.  55°  6'  S. ;  long.  79°  20'  AV.    Barometer,  29.80 ;  temperature  of  air,  43°  :  of  water,  42°. 


612  THE  WIND  AND  CURRENT  CHARTS. 

Winds:  S.,  S.  W.,  W.  N.  W.  Begins  with  light  winds,  and  cloudy;  middle,  strong  breezes;  ends,  light 
winds  and  calm. 

April  30.     Lat. ;  long. .     Barometer,  29.75;  temperature  of  air,  41°;  of  water,  42.     "Winds; 

N.  "W.,  N.  AY.,  N.  K.  W.     Fresh  breezes  and  foggy,  with  a  drizzling  rain. 

RLay  1.     Lat. ;  long. .     Barometer,  29.90;  temperature  of  air,  43°;  of  water,  42°.     "Winds: 

"W.  S.  W.,  'W.,  N.  W.     1  P.  M.  the  weather  cleared ;  middle  and  latter  parts,  fresh  breezes  and  thick. 

May  2.     Lat. ;  long. .     Barometer,  29.75 ;  temperature  of  air,  45°  ;  of  water,  43°.     "Winds: 

N.  W.,  W.  N.  ^y.,  W.  N.  W.     strong  winds,  and  thick,  rainy  weather. 

May  3.  Lat.  52°  54'  S. ;  long.  81°  30'  "W.  Barometer,  92.38  ;  temperature  of  air,  44° ;  of  water,  44°. 
"Winds:  calm,  AV. S.  "W.,  W.  S.  W.  Middle  part,  fresh  winds,  with  rain  squalls;  ends,  strong  gales  and 
clear;  ship  leaking  badly. 

May  4.     Lat. ;  long. .     Barometer,  29.51;  temperature  of  air,  44°;  of  water,  43°.     "Winds: 

AY.  S.  AY.,  S.  AY.,  S.  AY.  Begins  strong  winds  and  clear  weather ;  middle,  heavy  gales  and  hard  squalls ; 
ends  moderate  and  thick. 

May  5.     Lat. ;  long. .     Barometer,  29.49  ;  temperature  of  air,  48°  ;  of  water,  46°.     AYinds : 

AY.,  AY.  N".  AY.,  AY.  N.  AY.     Strong  winds  and  thick  weather ;  ends,  strong  gales. 

May  0.     Lat. ;  long. .     Barometer,  29.44 ;  temperature  of  air,  50°  ;  of  water,  48°.     AYinds : 

N.  AY.  by  AY.,  N.  AY.  by  AY.,  W.  N.  AY.,  and  baffling.  First  and  middle  parts,  strong  gales  and  thick  rainy 
weather ;  ends  with  baffling  winds  and  rain. 

New  York  (David  C.  Baxter). 

April  22,  1853.  Lat.  50°  55'  S.;  long.  57°  00'  AY.  Barometer,  28.09;  temperature  of  air,  38°;  of 
water,  42°.  Winds:  S.  S.  AY.,  S.  W.,  S.  S.  AY.  First  part,  a  moderate  breeze;  at  8  P.  'M.  -wind  increasing; 
midnight,  blowing  a  heavy  gale ;  at  8  A.  M.  moderating ;  ends  with  a  moderate  breeze. 

April  23.  Lat.  50°  48'  S.;  long.  Gl°  36'  AY.  Barometer,  29.01 ;  temperature  of  air,  40°;  of  water, 
43°.  AV^inds :  S.  by  AY.,  S.  by  E.,  S.  First  part,  strong  breezes  and  smooth  sea,  with  snow  ;  middle  part, 
brisk  breeze ;  ends  pleasant ;  made  the  Jason  Isle  (Falkland  Islands)  bearing  S.  S.  "W.  12  miles. 

April  24.  Lat.  52°  14'  S. ;  long.  63°  12'  AY.  Barometer,  29.00  ;  temperature  of  air,  40°  ;  of  water, 
41°.  AYinds:  AY.,  N.  N".  A\''.,  N.  N".  E.  From  1  to  6  P.  M.,  calm;  then  a  breeze  from  west;  middle  part, 
brisk  breezes;  latter  part,  strong  breezes  and  thick  Aveather ;  saw  findiack  whales. 

April  25.  Lat.  56°  10'  S. ;  long.  63°  30'  AY.  Barometer,  29.01 ;  temperature  of  air,  38° ;  of  water, 
40°.     AYinds  :  N.  N.  E.,  N.  N.  E.,  N.  N.  E.     Strong  breezes,  with  snow  squalls. 

April  26.  Lat.  57°  20'  S. ;  long.  69°  00'  AY.  Barometer,  28.09  ;  temperature  of  air,  41° ;  of  water, 
41°.  AYinds:  N.  N.  E.,  N.  E.,  K  AY.  Commences  a  moderate  gale;  middle,  heavy  squalls;  ends  brisk 
breezes. 

April  27.     Lat.  57°  31'  S.;  long.  74°  20'  AY.     Barometer,  28.05  ;  temperature  of  air,  40° ;  of  water, 


CAPE    IK)|{\    TRACKS.  01;] 

40°.  Winds:  N.  W.,  N.  W.,  W.  N.  W.  Fii'st  ]iart,  strong  increasing  breezes;  miikllc  part,  heavy  squalls; 
ends,  strong  winds,  witli  a  licavy  S.  "\\^.  swell. 

April  28.  Lat.  57°  17'  S.;  long.  76°  02'  \V.  Barometer,  28.0G;  teniperatnre  of  air,  40°;  of  water, 
40°.  Winds  :  W.  N.  W.,  N.  AY.,  N.  First  part,  .strong  breezes,  with  a  heavy  S.  W.  swell ;  middle,  .srpially ; 
ends  fine  weather,  light  airs. 

April  29.  Lat.  55°  45' S. ;  long.  79°  08' W.  Barometer,  29.01;  temperature  of  water,  42°.  Winds; 
S.,  W.,  N.  W.  Commences,  and  until  2  P.  yi.  calm  ;  then  a  good  breeze  ;  middle  part,  occasionally  foggy ; 
cuds  fine  ;  saw  a  great  many  whales. 

April  30.  Lat.  55°  52' S.;  long.  82°  40' W.  Barometer,  29.03;  temperature  of  water,  42°.  Winds: 
X.  W.,  N.  W.,  W.  X.  W.  Foggy;  at  11  A.  M.  wiud  hauled  W.  S.  W.,  tacked  to  X.  \V.;  saw  a  great 
mau}'  whales ;  I  thiuk,  s])erm  and  right. 

May  1.  Lat.  53°  20'  S.;  long.  80°  10'  W.  Barometer,  29.04  ;  temperature  of  air,  42°  ;  of  water,  44°. 
Winds:  W.  N.  W.,  W.  X.  W.,  X.  W.  by  W.     Strong  head  winds. 

May  2.  Lat.  53°  00'  S. ;  long.  80°  00'  W.  Barometer,  29.00  ;  temperature  of  air,  42° ;  of  water,  44°. 
Winds :  W.  X.  W.,  W.  X.  W.,  W.  by  X.  Commences  with  a  strong  breeze,  which  increased  to  a  gale ; 
wore  to  the  northward. 

May  3.  Lat.  52°  38'  S. ;  long.  79°  40'  W.  Barometer,  29.01 ;  temperature  of  air,  42°;  of  water,  44°. 
Winds  :  W.,  W.,  W.  S.  W.  Commences  blowing  a  gale ;  more  to  the  S.  W.;  during  the  ui<iiht  squally ;  A.  M. 
more  to  X.  W. ;  latter  part,  moderating. 

May  4.  Lat.  50°  40'  S.;  long.  79°  50'  W.  Barometer,  29.01 ;  temperature  of  air,  44°;  of  water,  44°. 
Winds :  W.  S.  W.,  W.  S.  W.,  W.  S.  W.  Commences  a  moderate  gale ;  middle  part,  s(|ually ;  ends  strong 
winds. 

May  5.  Lat.  48°  50'  S.;  long.  80°  30'  W.  Barometer,  29.00 ;  temperature  of  air,  48°  ;  of  water,  44°. 
Winds :  W.  X.  W.,  W.  X.  W.,  W.  X.  W.  Commences  strong  winds :  midniglit,  to  8.  W. ;  at  8,  tacked  to 
north ;  ends  a  brisk  X.  W.  gale. 

Rosario  (Caleb  Sprague). 

May  4,  1853.  Lat.  50°  43'  S. ;  long.  G4°  45'  W.  Variation,  21°  E.  Barometer,  29.26 ;  tcmi)crature 
of  air,  51°;  of  water,  5G°.  Winds:  S.  W.,  W.,  W^.  S.  W.  First  part,  gales,  and  heavy  hail  squall;  latter 
part,  the  same,  with  a  heavy  head  sea. 

May  5.  Lat.  53°  07' S.;  long.  64°  07' W.  Current,  E.,  24  miles.  Barometer,  29.20;  temperature  of 
air,  5G° ;  of  water,  44°.  Winds :  W.  S.  W.,  W.,  W. ;  heavy  gales  throughout ;  saw  several  large  patches 
of  kelp. 

May  6.  Lat.  54°  53'  S. ;  long.  63°  37'  W.  Current,  E.,  14  miles.  Barometer,  28.95 ;  temperature 
of  air,  51°;  of  water,  44°.  Winds:  W.  S.  AY.,  X.  W.,  AY.  X.  AY.  First  part,  heavy  gales;  middle  part, 
strong  breezes,  with  rain  squalls;  at  9  A.AI.  made  Cape  St.  John,  bearing  south,  distant  ten  miles;  very 
strong  tide  rips  about  the  cape,  like  breakers. 


614  THE  WIND  AND  CURRENT  CHARTS. 

May  7.  Lat.  05°  43'  S.;  long.  63°  35'  W.  Current,  N.,  45°  E.,  18  miles.  Barometer,  29.25;  tem 
perature  of  air,  54°;  of  ^^-ater,  39°.  Winds:  W.  S.  W.,  S.  W.  by  ^Y.,  W.  S.  AV.  First  part,  moderate; 
middle  part,  light  air  and  Laflling  wind,  with  a  heavy  sea  from  the  southwest. 

May  8.  Lat.  55°  59' S.;  long.  65°  06' W.  Current,  N.,  72°  E.,  23  miles.  Barometer,  29.63;  tem- 
perature of  air,  46°;  of  water,  40°.  Winds:  AY.  S.  AV.,  S.  W.,  N.  N.  AA^.  First  part,  strong  breeze;  mid- 
dle and  latter  part,  heavy  gales,  with  rain. 

May  0.  Lat.  57°  03'  S.;  long.  68°  12'  AV.  Barometer,  29.30 ;  temperature  of  air,  55 ;  of  water,  42°; 
Winds:  N.  N.  AV.,  W.,  AV.  by  N.     First  part,  heavy  gales;   latter  part,  strong  breeze,  a  heavy  sea. 

May  10.  Lat.  57°  46'  S.;  long.  68°  22'  AV.  Barometer,  29.40.  Current,  K.,  77°  E.,  26  miles;  tem- 
perature of  air,  51°  ;  of  water,  40°.  Winds  :  AV.,  AV.  by  N.,  AV.  by  N.  First  part,  heavy  gales  and  squalls, 
witli  lightning;  latter  part,  the  same. 

May  11.  Lat.  58°  36'  S. ;  long.  70°  IS'  AV.  Barometer,  29.28 ;  temperature  of  air,  51° ;  of  water,  40°. 
Wind  :  AV.  N.  AA"". ;  strong  gale.s,  and  heavy  scpralls  of  wind  and  rain. 

May  12.  Lat.  58°  51'  S. ;  long.  72°  14'  AV .  Barometer,  28.84 ;  temperature  of  air,  50° ;  of  water,  39°. 
AVinds:  N.  AV.,  N.  AV.,  N".  N.  AV. ;  heavy  gales  and  squalls. 

Uay  13.  Lat.  58°  55'  S.;  long.  72°  40'  AV.  Barometer,  28.75;  temperature  of  air,  49°;  of  water, 
49°.  AViuds:  AV.  N.  AV.,  W.  N.  AV.,  AV.  S.  AV.;  strong  gales,  with  snow  squalls  and  hail;  latter  part,  vio- 
lent gales. 

May  14.  Lat.  57°  51'  S. ;  long.  71°  33'  AA^  Temperature  of  air,  48°;  of  water,  40°.  Barometer, 
29.30.     AVinds :  S.  AV.,  AV.  S.  AV.,  AV. ;  heavy  gale,  with  snow  and  hail. 

May  15.  Lat.  57°  12'  S. ;  long.  72°  08'  AV.  Barometer,  29.30;  temperature  of  air,  50°;  of  water, 
40°.     AViuds :  AV.,  AV.,  AV.  N.  AV.;  strong  gales,  with  heavy  S({uall  of  wind  and  rain. 

May  16.  Lat.  57°  34'  S.;  long.  73°  15'  AV.  Barometer,  29.48;  temperature  of  air,  44°;  of  water, 
38°.  AVind :  AV.  N.  AV.  Fresh  breezes  and  passing  clouds ;  latter  part,  squally.  At  4  A.  M.  wind  sud- 
denly shifted  to  the  S.  W.  in  a  heavy  squall;  weather  extremely  cold. 

May  17.  Lat.  57°  17'  S.;  long.  74°  52'  AA"".  Barometer,  29.38;  temperature  of  air,  40°;  of  water, 
38°.     Fresh  breezes  and  passing  clouds;  latter  part,  squally. 

May  18.  Lat.  55°  54'  S. ;  long.  73°  53'  AA''.  Barometer,  29.78  ;  temperature  of  air,  48°  ;  of  water, 
42°.  AViuds :  S.  AV.,  AV.  S.  AV.,  and  AV.  S.  AV.  First  part,  strong  gale,  and  cloudy,  squally  weather;  latter 
part,  light  squalls. 

May  19.  Lat.  55°  12'  S.;  long.  77°  26'  AV.  Barometer,  29.05;  temperature  of  air,  45°;  of  water, 
42°.  AVinds:  AA''.,  E.  N.  E.,  E.  N.  E.  First  part,  light  airs  and  calms ;  middle  and  latter  parts,  fresh  breezes 
and  heavy  gales.  I  have  always  noticed  that  in  these  latitudes  the  barometer  stands  much  lower  than  with 
other  winds. 

May  20.  Lat.  55°  48'  S. ;  long.  80°  57'  AV.  Barometer,  28.30;  temperature  of  air,  51°;  of  water, 
42°.  AVinds  :  E.  N.  E.,  N.,  and  N.  AV.  First  part,  heavy  gales  and  heavy  rain  following;  middle  part,  a 
perfect  hui-ricane;  latter  part,  strong  gales. 


CAl'K    UOKX    TKACKS.  615 

May  21.  Lat.  55°  17'  S.;  long.  81°  18'  ^Y.     Rirometcr,  28.50;  temperature  of  air,  48°;  of  water, 

Ki°.     Winds :  N.  AV.,  W.  X.  W.,  and  N.  W.     Fir.st  part,  light  airs,  with  fog  squalls.     Middle  part,  squally  ; 
latter  part,  light  airs. 

May  22.  Lat.  53°  02'  S. :  long.  81°  01'  W.     Barometer,  29.02;  temperature  of  air,  -40°;  of  water, 

42°.     Winds  :  W.X.  W.,  W'.S.  W.,  and  W.     Strong  gales  and  heavy  hail  squalls. 

May  23.  Lat.  49°  58'  S. ;  long.  80°  45'  W.     Barometer,  2!».(33;  temperature  of  air,  47°  ;  of  water, 

'l46°.     Winds:  W.,  W.  S.  W.,  W.     Fresh  breezes,  and  heavy  squalls  of  iiail  and  snow. 

Empress  of  the  Sea  (M.  E.  Putnam). 

May  8,  1853.  Lat.  52°  11'  S.;  long.  04°  51'  W.  Barometer,  29.72.  Winds:  S.  S.  W.,  W.  by  N., 
and  W.  N.  W.     Moderate  breezes  and  overcast. 

May  9.  Lat.  55°  15'  S. ;  long.  62°  20'  W.  Barometer,  29.27 ;  temperature  of  air,  45° ;  of  water,  41°. 
Winds:  N.  by  W.,  N.X.W.,  and  W.  hj'S).;  strong  gales;  have  intended  all  along  to  go  through  the  straits, 
but  gales  and  thick  weather  Avill  prevent  me  from  doing  so.     Ends  calm  :  an  awful  sea  on. 

May  10.  Lat.  56°  12'  S. ;  long.  65°  38'  W.  Current,  E.,  37  miles.  Barometer,  29.50 ;  temperature 
of  air,  43° ;  of  water,  42°.  Winds  :  X".  W.,  X.  W.,  and  X.  W.  by  X. ;  Imo  weather,  and  moderate  breeze. 
At  4  P.  M.  Staten  Land  bore  X.,  35  miles  distant. 

May  11.  Lat.  56°  32' S. ;  long.  68°  29°  W.  Barometer,  29.46.  Current,  17  miles,  S.E.  Variation, 
24°  ;  temperature  of  air,  46°  ;  of  water,  45°.  Winds:  W.  by  X'.,  X".  X.  W.,  and  W.  S.  W.  Lovelv  wea- 
ther ;  ship  under  all  sail.  At  meridian,  Cape  Ilorn,  proper,  bore  W.  9  miles.  Diego  Eamirez  W.  by  S. 
(true),  9  miles. 

:May  12.  Lat.  57°  29'  S. ;  long.  72°  39'  W.  Barometer,  28.50 ;  temperature  of  air,  43° ;  of  water, 
41°.  Winds:  X.  W.  throughout.  First  part,  ver}- pleasant ;  mercury  depressed;  at  meridian,  enjoying  the 
delights  of  a  X.  W.  sale. 

May  13.  Lat.  56°  53'  S.;  long.  73°  55'  W.  Current,  east,  20  miles.  Barometer,  29.30;  temperature 
of  air,  36°;  of  water,  40°.  Winds :  X'.  W.,  W.,  and  W. .?.  W.  Strong  gales  and  squally,  with  rain  ;  under 
close  reefs. 

May  14.  Lat.  57°  23'  S. ;  long.  75°  01'  W.  Barometer,  29.37;  temperature  of  air,  41°;  of  water, 
42°.  Winds  :  W.,  W.  b}-  X.,  and  W.  Strong  gale  and  a  heavy  sea.  Barometer,  falling  and  rising  very 
fast. 

May  15.  Lat.  57°  30'  S.;  long.  78°  00'  W.  Barometer,  29.28;  temperature  of  air,  42°  ;  of  water, 
44°.  Winds:  W.,  X.  W.,  and  X.  W.  by  X.  Strong  gales;  two  reefs;  thick  misty  weather;  hitter  part, 
more  moderate. 

May  16.  Lat.  57°  13'  S. ;  long.  78°  00'  W.  Barometer,  29.50;  temperature  of  air,  41°  ;  of  water, 
42°.  Winds:  W.,  W.  S.  W.,  and  X.  W.  by  W.  Fresh  gales  and  ojien  weather;  latter  part,  moderate  gale 
and  pleasant ;  all  sail  out. 


GiO  THE   WIND   AND   CURIIENT   CHARTS. 

May  17.  Lat.  56°  00'  S.;  long.  80°  27'  W.  Current,  75  miles  east,  in  four  days.  Barometer,  from 
2'J.8S  to  29.05.     Winds:  from  N.  and  A\".     Fresh  gales  and  heavy  sea;  under  double  reefs. 

May  IS.  Lat.  53°  21'  S.;  long.  79°  45'  W.  Current,  S.E.,  25  miles.  Barometer,  29.17  ;  temperature 
of  air,  41°;  of  water,  43°.  Winds:  W.,  W.,  and  cairn.  Strong  breezes  and  frequent  st^^ualls  ;  middle 
part,  good  breezes  and  pleasant ;  latter  part,  ealin ;  a  heavy  sea,  and  tide  rips. 

May  19.  Lat.  50°  25'  S.;  long.  83°  17'  AV.  Barometer,  28.35;  temperature  of  air,  52°;  of  Avater, 
47.  Winds :  K.  E.,  E.  N.  E.,  S.  E.  to  S.  S.  W.  First  part,  increasing  breezes  at  N.  E. ;  under  all  sail ;  mer- 
cury falling  fast;  middle  part,  a  gale  at  E.  N.  E.,  and  rain;  latter  part,  wind  moderate,  rainy  weather ; 
mercury  fell  this  day  1.42,  and  no  wind  to  speak  of 

l^hi]}  Roscoc  (Thomas  Smith). 

May  2, 1853.  Lat.  40°  12'  S.;  long.  G5°  20'  AV.  Barometer,  30.00 ;  temperature  of  air,  45° ;  of  water, 
40°;  water,  8  feet  below  surface,  46°.  Winds  :  S.  S.  E.,  S.  S.  E.,  AV.  N.  W.  First  and  middle  parts,  light 
airs  and  squally  ;  at  0  A.  M.  calm,  on  soundings;  at  9  A.  M.  a  breeze  sprung  up  from  AV.  N.  AV.  Ends  a 
fresh  breeze. 

May  3.  Lat.  52°  45'  S. ;  long.  05°  45'  AV.  Barometer,  29.00 ;  temperature  of  air,  44°  ;  of  water,  44°; 
water,  8  feet  below  surface,  40°.  Winds:  N.  AV.,  N.  AA^.,  S.  AV.  First  and  middle  parts,  fresh  breezes,  and 
during  middle  part,  cloudy.  Barometer,  falling.  In  the  morning,  the  wind  changed  to  west  and  increased. 
Ends  strong  gales.     My  barometer,  thus  fiir,  is  a  good  indicator. 

May  4.  Lat.  54°  00'  S. ;  long.  65°  25'  AV.  Barometer,  29.00 ;  temperature  of  air,  42°  ;  of  water,  44°; 
water,  below  surface,  45°.  AA'inds :  S.  AV.,  AV.,  AV.  S.  AV.  Heavy  gales.  Barometer  fell  to  28.80 ;  at  10 
A.  M.  made  Cape  St.  Diego,  bearing  S.  E.  by  compass,  distant  about  40  miles. 

May  5.  Lat.  54°  35'  S.;  long.  65°  20'  AV.  Barometer,  29.20;  temperature  of  air,  42°;  of  water,  43°; 
water,  l)elo\v  surface,  43°.  AVinds:  AV.  S.  AV.,  S.  W.,  S.  W.  First  and  middle  parts,  heavy  gales  and  a 
heavy  sea ;  at  8  A.  M.  saw  (_'ape  St.  Diego  bearing  S.  S.  E.  by  compass ;  not  being  able  to  fetch  through  the 
Straits  of  Le  !N[aire,  I  shall  go  rouvxd  Stateu  Land.  Barometer  ranging  at  about  29  ;  falling  on  the  approach 
of  a  squall,  and  rising  after.     Ends  quite  moderate. 

A[ay  6.  Lat.  55°  42'  S.;  long.  65°  05' AV.  Barometer,  29.00;  temperature  of  air,  40°;  of  water,  47°; 
of  water,  below  surface,  47°.  AVinds :  AV.  S.  AV.,  AV.,  N.  AV.  First  part,  strong  breezes  ;  middle,  moderate ; 
and  latter,  fresh  breezes  and  squally.     A  very  heavy  swell  from  S.  S.  AV. 

May  7.  Lat.  50°  00'  S.;  long.  65°  10'  W.  Current,  E.  N.  E.,  Ih  knot  per  hour.  Barometer,  29.00; 
temperature  of  air,  40°;  of  water,  47';  of  water,  below  surfoce,  47°.  AVinds:  AV.  S.  AV.,  S.  W.,  N.W. 
Commences  blowing  a  gale ;  wind  unsteady.  At  4  A.  M.  fell  calm ;  at  8  A.  M.  light  airs.  Ends  fresh  breeze. 
Barometer  on  the  rise  at  noon. 

May  8.  Lat.  56°  39'  S.;  long.  64°  45'  AV.  Current,  E.byN.,  3  knots  per  hour.  Barometer,  29.00; 
temperature  of  air,  44°  ;  of  water,  43°  ;  of  water,  below  surface,  43°.     AVinds :  AV.,  S.  AV.,  N.     Commences 


CAPE   HOKN   TKACKS.  017 

witli  a  frosli  breeze.     At  4  I'.M.  wind  increased  to  a  gale,  and  changing;  bad  sea  running.     At  11  1'.  M. 
moderating.     Knds  heavy  galc^.     liarometer  indicates  the  changes  in  the  weather. 

May  9.  Lat.  57°  44' S. ;  long.  08°  45' W.  Current,  E.  by  N.,  41  miles.  Barometer,  2y.40;  temper- 
ature of  air,  44°  ;  of  water,  42° ;  of  water,  below  surface,  42°.  Winds:  N.,  W.  to  S.  W.,  W.  Fresh  breezes 
and  sharp  sipialls.     Crew  in  a  state  of  mutiny. 

May  10.  Lat.  58°  41'  S.  (1).  R.) ;  long.  G9°  20'  W.  (D.  11.)  Barometer,  29.30 ;  temperature  of  air,  42° ; 
of  water,  40°;  of  water,  below  surface,  40°.  Winds:  W.,  W.  N.  W.,  W.N.W.  Heavy  gales,  veering  a 
point  or  two  east  way.     Barometer  rose  and  fell  ^\  during  the  day. 

Maj  11.  Lat.  59°  20'  S.  (D.  R);  long.  71°  19'  \V.(D.  R.)  Barometer,  29.10  ;  temperature  of  air,  40°; 
nf  water,  41°;  of  water,  below  suriiice,  41°.  Winds:  W.,  N.  W.  by  W.,  N.  W.  Heavy  gales,  varying  from 
W.  toN.  N.  W.  At  uoon,  wind  nortli  with  rain;  a  bad  sea  running;  ship  leaking  badly.  Crew  still  muti- 
nous ;  can't  get  sail  handled. 

May  12.  Lat.  59°  20'  S.  (1).  11.);  long.  73°  10'  W.  Barometer,  28.80;  temperature  of  air,  39°  ;  of 
water,  38° ;  of  water,  below  surface,  38°.  Winds  :  W.,  N.,  N.  X.  W.  Commences  with  a  gale  ;  wearing 
.-hip  according  to  the  changes  of  the  wind.  At  7  P.  M.  calm ;  at  8,  light  northerly  airs ;  middle  j^art,  blowing 
hard.     From  8  to  meridian,  sharp  snow  squalls ;  blowing  very  hard  ;  ship  still  leaking  badl}'. 

May  13.  Lat.  60°  IG'  S.  (D.  E.);  long.  74°  60'  W.  (D.  R.)  Barometer,  28.60 ;  temperature  of  air,  33°  ; 
of  water,  34°  ;  of  water,  below  surface,  34°.  Winds :  N.,  N.  W.,  W.  by  S.  Heavy  gales,  with  sharp  snow 
squalls.     Ship  making  ten  inches  of  water  an  hour.     One  of  the  punqis  choked. 

May  14.  Lat.  58°  24'  S.  (D.  R.) ;  long.  74°  11'  W.  (D.  R.)  Barometer,  29.20 ;  temperature  of  air,  39°; 
of  water,  38°  ;  of  water,  below  surface,  38°.  Winds:  S.  W.,  W. by  N.,  W.by  N.  Gale  still  continues,  and 
lasts  the  whole  day.     One  man  washed  overboard  and  drowned.     Barometer  rose  gradually. 

May  15.  Lat.  58°  25'  S.  (D.  R.) ;  long.  75°  09'  W.  (D.  R.)  Barometer,  29.27  ;  temperature  of  air,  41°  ; 
of  water,  39° ;  of  water,  below  surface,  39°.  Winds :  W.,  W.  N.  W.,  N.  by  W.  Gale  continues  throughout 
this  day;  during  the  middle  part,  squally  with  rain.  Foggy  during  the  middle  and  latter  parts.  At  noon, 
the  wind  veered  to  N.  W.  by  W. 

May  16.  Lat.  58°  45'  S.  (D.  R.) ;  long.  75°  48'  W.  Barometer,  29.47 :  temperature  of  air,  39° ;  of 
water,  39°;  of  water,  below  surface,  39°.  Winds:  W.,  W.N.  W.,  N.  W.by  W.  Commences  gale  still 
blowing;  middle,  squall}',  black  heavy  clouds.  At  10  A.!M.  quite  moderate  ;  bad  sea  running.  The  ships 
cutwater  started  by  plunging  into  a  head  sea.     Ends  cloudy.     No  observations  for  a  week. 

May  17.  Lat.  58°  12'  S.  (D.  R.) ;  long.  76°  27'  W.  Barometer,  29.50 ;  temperature  of  air,  38°  ;  of 
water,  38°;  of  water,  below  surface,  38°.  Winds:  W.,  W.  S.  W.,  W.  S.  W.  Commences  blowing  a  gale. 
At  midnight,  heavy  squally  weather.  At  4  A.  M.  a  very  heavy  squall  with  snow.  At  7  A.  M.  five  feet  of 
water  in  the  hold.  Put  all  hands  at  the  pumjis,  and  kept  the  ship  ofl'  the  wind  until  she  was  freed.  She 
leaks  at  the  rate  of  ten  inches  per  hour. 

May  18.     Lat.  56°  36'  S.;  long.  75°  01'  W.     Barometer,  29.80;  temperature  of  air,  41°;  of  water, 
40°;  water,  below  surfece,  40°.     Winds:  W.  by  S.,  W.  S.  W.,  W.  S.  W.     First  part,  blowing  a  gale; 
78 


618  TUE    WIND    AXD    CURRENT    CHARTS. 


I 


middle,  more  moderate,  but  very  squally,  with  some  rain;  latter  part,  quite  moderate.  By  observation, 
discovered  that  in  eight  days  had  made  150  miles  east  of  the  reckoning.  The  last  21  hours  we  found 
the  current  setting  south,  at  the  rate  of  a  mile  an  hour. 

May  19.  Lat.  G5°  20'  S.;  long.  76°  21'  W.  Current,  N.,  20  miles.  Barometer,  29.00;  temperature  of 
air,  42°;  of  water,  40°;  water,  below  surface,  40°.  Winds:  W.  S.  W.,  calm,  S.  by  E.  First  part,  strong 
breezes ;  middle,  calm  ;  11  P.  M.  light  northerly  airs  ;  at  8  A.  M.  fresh  gale  from  N. ;  at  noon,  blowing  hard 
from  N.  E.  by  E.     Barometer  fell  gradually.  .:..--  -  ■   '    '       - 

May  20.  Lat.  55°  45'  S.  (D.  R.) ;  long.  80°  33'  W.  (D.  R.)  Barometer,  28.50  ;  temperature  of  air,  43°; 
of  water,  41°;  water,  below  surface,  51°.  Winds:  E.  N.  E.,  N.  W.,  N.  W.  First  part,  a  gale;  very  bad 
sea;  obliged  to  scud.  At  5  hours  30  min.  the  wind  suddenly  hauled  to  N.  N.  W. ;  sea  breaking  over  the 
ship;  4 J  feet  of  water  in  the  hold;  both  pumps  going,  and  all  hands  at  them.  Middle  part,  still  blowing; 
latter  part,  more  moderate;  ends  with  thick  foggy  weather,  and  fine  rain.     Barometer  did  not  work  well. 

May  21.  Lat.  55°  23'  S.  (D.  R.) ;  long.  81°  02'  W.  (D.  R.)  Barometer,  28.68  ;  temperature  of  air,  36° ; 
of  water,  41°  ;  of  water,  below  surface,  41°.  AVinds  :  N.  W.,  W.  N.  W.,  W.  N.  W.  Commences  with  light 
aii's,  with  fog  and  rain;  at  10  V.^l.  calm;  11,  light  airs  from  west;  12,  sharp  snow-squalls  from  S.  W. ; 
ends  calm,  with  snow. 

May  22.  Lat.  53°  56'  S. ;  long.  81°  30'  W.  Barometer,  29.26 ;  temperature  of  air,  35°  ;  of  water,  40°; 
water,  below  surface,  40°.  Winds :  AT.,  AY.  S.  AY.,  AY.  S.  AY.  Fresh  gales  and  s(|ually,  with  plenty  of 
snow.  ■-'■''  ■  . 

May  23.  Lat.  51°  32'  S.  (D.  R.);  long.  81°  33'  AY.  (D.  R.)  Barometer,  29.70 ;  temperature  of  air,  45° ; 
of  water,  45°  ;  water,  below  surface,  45°.  AYinds :  AY.,  AA^.  to  AY.  S.  W.,  AY.  Fresh  increasing  gales,  with 
snow,  rain,  and  fog. 

May  24.  Lat.  49°  15'  S.;  long.  81°  50'  ^Y.  Barometer,  29.90;  temperature  of  air,  48°;  of  water, 
48°;  water,  below  surface,  48°.  AYinds:  AY.  by  S.,  AY.  S.  AY.,  S.  AY.  First  part,  fresh  breeze  and  squally; 
middle,  do.;  latter  part,  fine  breeze. 

tSiajirise  (Chas.  A.  Ranlett). 

Aprd27, 1853.  Lat.  47°  10' S.;  long.  60°  22' AY.  (D.  R.)  A'ery  little  current.  Barometer,  29.75 ;  tem- 
perature of  air,  59°;  of  water,  45'.  AYinds:  E.S.E.,  E.,  E.  to  N.  E. :  cloudy,  almost  calm,  and  unpleasant 
weather,  first  part;  at  6  P.  M.  a  breeze  sprung  up;  a  heavy  sea  on  ;  barometer  rising  slowly;  many  birds 
about ;  saw  a  white  pigeon — he  flew  a  few  times  and  went  oil';  a  long,  rolling  swell  from  N.  E. ;  great 
patches  of  kelp.  .    • 

April  28.  Lat.  50°  04'  S. ;  long.  62°  59'  AY.  Barometer,  29.50;  temperature  of  air,  54°;  of  water, 
46°.  AYinds:  N.  AY.,  N.  AY.  Light  from  northward  first  part,  and  hauling  AY.  N.  AY.;  latter  part,  wind 
N.  AY.,  and  a  fresh  breeze — weather  like  smoky  southwester  at  the  north;  barometer  falling  from  29.75 
since  midnight;  lots  of  birds,  yet  no  Carey  chickens  ;  plenty  of  kelp. 

April  29.     Lat.  53°  36'  S.;  long.  64°  00'  AY.     Barometer,  29.65;  temperature  of  air,  50°;  of  water, 


CAl'E    HORN'    TRACKS.  619 

li)°.  "VTiiuls :  X.,  N.  E.,  X.  E. ;  strong  breezes  from  tlie  nortlnvaril,  .iiul  sinf)ky  or  liazy  weather- — cannot  see 
far;  middle  part,  hauling  N.  E. — intended  to  have  gone  through  the  Straits  of  Le  Maire,  Ijut  as  the  wind 
hauled  eastward,  must  go  outside;  saw  penguins,  kelp,  &e.,  and  a  great  many  birds  and  porpoises. 

April  30.  Lat.  5-1:°  19'  S. ;  long.  C>o°  OW  W.  (D.  R.);  mueh  current,  by  appearances.  Barometer, 
L".».15;  temperature  of  air,  52°;  of  water,  4;.")°.  Winds:  E.  N.  E.,  N.  E.,  E.  by  S.  At  2  P.  M.  thick  wea- 
ther, and  very  bad  to  run  for  land  ;  fresh  breeze;  at  0  P.  M.  made  a  high  blulT;  land  has  the  appearance  of 
an  island— took  it  to  be  one  of  tlie  new  islands.  Tacked  and  stood  ofl"  X.  N.  \V^.;  at  midnight,  tacked 
jain,  E.  S.  E.,  and  stood  over  but  saw  nothing;  hauled  up  south  at  noon  ;  wind  growing  light,  sea  smooth, 
and  strong  tide  rips;  rau.st  set  strong  to  tlu;  eastward,  as  J  cannot  sec  Staten  Land. 

May  1.  Lat.  54°  4(5'  S. ;  long.  ()o°  OG'  W.  (D.  R.)  A  strong  current,  easterly.  Barometer,  29.80; 
temperature  of  air,  52°;  of  water,  4<)°.  Winds:  N.  E.,  light,  calm,  calm  ;  light  N.  Iv  winds  first  ))art,  and 
thick,  rainy  weather  ;  fog  and  rain  all  night ;  smooth  sea,  and  a  very  strong  current  somewhere  by  the  many- 
tide  rips;  no  sun  to  be  seen  since  the  29th  ult.,  consequently,  cannot  find  out  how  much  current,  nor  its 
course ;  see  penguins. 

May  2.  Lat.  5(3°  o'  S.;  long.  GG°  27'  W.  Barometer,  29.50;  temperature  of  air,  50°;  of  water,  46°. 
Winds:  calm,  S.  W.,  W.,  W.  X.  W.,  calm,  and  thick  fog  until  4  P.  M. ;  a  light  breeze  .sprung  up  from  S. 
W.  by  W.;  at  8  fine,  clear  weather.  The  third  mate  called  me  to  see  a  cov)cl — a  good-sized  comet,  about 
8°  S.  W.  from  the  middle  star  of  the  belt  of  Orion ;  latter  part,  strong  W.  X^.  W.  wind  to  sun  this  day. 

May  3.  Lat.  57°  3'  S. ;  long.  66°  V  W.  Current,  for  (bur  days,  easterly,  only  1°  5'.  Barometer, 
28.75  ;  temperature  of  air,  4(1°  ;  of  water,  42°.  Wind  W.,  W.  Ijy  S.,  W.  S.  W.  Commences  with  a  violent 
gale  for  a  few  hours;  middle  jiart,  more  moderate  ;  latter  part,  violent  snow  storm,  a  very  heavy  sea,  thick 
■weather;  did  not  see  the  comet;  good  ob.scrvation;  found  I  had  not  lost  so  much  as  I  anticipated — 40  miles 
in  three  days'  current. 

May  4.  Lat.  57°  41'  S.;  long.  65°  52'  W.  Yery  little  current.  Barometer,  28.40;  temperature  of 
air,  43°  ;  of  water,  39°.  Winds :  S.  W.,  W.  S.  W.,  W.  S.  W.  S.pially  weather,  snow,  hail,  rain,  &c. ;  wore 
ship  to  southward  ;  middle  part,  wind  very  strong  in  scjualls ;  saw  two  barques;  saw  the  comet,  but  a  long 
way  X.  E.  of  where  we  first  saw  it,  in  about  12°  X.  E.  of  Orion  Belt,  going  very  fast  to  the  eastward ;  latter 
part,  very  heavy  squalls,  as  much  as  a  close  reef  can  stand. 

May  5.  Lat.  58°  13'  S.  (D.  R.);  long.  60°  34'  W.  (D.  R.)  Barometer,  28.40 ;  temperature  of  air,  41°  ; 
of  water,  38°.  Winds:  S.  W.  by  W.,  W.  by  S.,  W.  S.  W.  Strong  heavy  squalls,  with  rain,  hail,  and 
snow  all  day  and  night.  Barometer  rose  to  28.70 ;  at  4  P.  M.  fell  to  28.30 ;  some  three  or  four  of  the  mo.st 
terrific  squalls  I  ever  witnessed  in  the  night;  mastheads,  yardarms,  every  one  of  them,  had  a  bright  light. 
After  7  A.  M.  barometer  commenced  rising;  at  noon,  barometer,  28.50 ;  heavy  head  sea;  no  observations; 
comet  not  in  sight.  .  ■  '  ' 

May  6.  Lat.  57°  47'.  S.  (D.  R.);  long.  70°  19' W.  (D.  R.)  Barometer,  28.50;  temperature  of  air, 
41°;  of  water,  38°.  Wind  all  around  the  compass.  Barometer  rose  to  28.95  and  then  fell  to  28.50.  A 
squally  day  with  a  rough  sea.     Xot  able  to  make  much  headway. 


620  THE   WIND   AND   CURRENT   CHARTS. 

May  7.  Lat.  58°  03'  S. ;  long.  68°  -10'  W.  Strong  easterly  current  for  the  last  three  days.  Baro- 
meter, 28.88;  temperature  of  air,  47°;  of  Avater,  42°.  Winds  all  around  the  compass.  Cloudy  with  rain 
and  very  rough  head  sea.  Ship  dipping  a  great  deal  of  water ;  men  breaking  down ;  barometer  rising 
and  falling  as  the  day  before.  Cape  Horn  is  no  bugaboo.  It  is  much  worse  than  I  expected.  55 
days  out. 

May  8.  Lat.  57°  50'  S.  (D.  E.);  long.  G9°  30'  W.  (D.  11.)  Appearances  of  a  strong  easterly  current. 
Barometer,  29.25;  temperature  of  air,  40°  ;  of  water,  45°.  Winds :  S.  W.,  W.  N.  W.,  N.  W.  Commences 
squally.  At  1  P.  M.  wind  hauled  to  S.  W. ;  blew  a  hard  gale,  and  then  hauled  back  to  N.  W.  Barometer 
from  29.10  to  29.37,  and  fell  to  29.25  as  the  wind  hauled  to  the  westward.     Wild  looking  weather. 

May  9.  Lat.  58°  25'  S.;  long.  72°  52'  W.  Barometer,  29.85 ;  temperature  of  air,  45°  ;  of  water,  40°. 
Winds:  N.  N.  W.,  W.  N".  W.,  W.  by  N.  Stormy,  and  such  a  head  sea  that  we  cannot  get  along;  several 
sharp  flashes  of  lightning  to  S.  S.  E.  of  us. 

May  10.  Lat.  58°  51'  S.  (D.  E.) ;  long.  73°  50'  W.  Barometer,  29 ;  temperature  of  air,  45° ;  of  water, 
41°.  Winds:  W.,  AV.,  N.  W.  Snow  squalls  and  lightning  in  the  south;  short  S.  W.  sea;  barometer 
unsteady. 

May  11.  Lat.  59°  32'  S.  (D.  E.);  long.  73°  4G'  W.  (D.  E.)  Current,  E.N.  E.,  30  miles.  Barometer, 
28.80 ;  temperature  of  air,  45°  ;  of  water,  40°.  Winds :  W.  N.  W.,  W.  N.  W.,  N.  W.  Heavy  gales,  with 
hail,  rain,  snow,  &c. 

May  12.  Lat.  59°  23'  S.;  long.  75°  40'  W.  Barometer,  28.40;  temperature  of  air,  46°;  of  water, 
39°.  Winds:  W.,  N.  N.  W.,  W.  N.  W.  Light  winds;  nearly  calm.  Barometer  fell  from  28.90  to  28.40. 
Latter  part,  squally,  with  hail,  rain,  and  snow ;  Aviud  increasing. 

May  13.  Lat.  58°  09'  S. ;  long.  76°  25'  W.  Barometer,  28.86 ;  Winds:  N.  and  N.  W.,  S.  W.,  S.  S. 
W.  to  W  S.  W.  Commences  with  a  gale,  with  heavy  squalls  of  hail,  rain,  and  snow.  Barometer  unsteady; 
squalls  the  same,  without  any  apparent  effect  on  the  barometer;  I  do  not  trust  to  it.  At  noon  a  gale  at 
W.  S.  W. 

May  14.  Lat.  56°  16'  S.;  long.  75°  55'  W.  Barometer,  28.90  ;  temperature  of  air,  48°  ;  of  water,  42°  ; 
Winds :  S.  W.,  W.,  W.  Commences  with  a  strong  moderating  gale ;  sea  heavy,  and  breaking  over  the  ship 
everywhere ;  trying  to  get  north  ;  it  is  of  no  use  to  try  to  get  to  the  westward  here ;  barometer  acts 
curiously  here,  rising  and  falling  very  often  and  very  fast. 

May  15.  Lat.  56°  35'  S. ;  long.  77°  59'  W.  Barometer,  29.20 ;  temperature  of  air,  44°  ;  of  water,  44°. 
Winds:  W.  |  N.,  N.  W.  by  W.,  N.  W.  by  W.  Commences  with  thick,  stormy  weather,  wdth  rain,  hail, 
and  snow  ;  flashes  of  lightning.    Latter  part,  more  moderate,  thick  mist,  heavy  head  sea.    Barometer  falling. 

May  16.  Lat.  56°  38'  S. ;  long.  78°  04'  W.  Current,  50  miles,  the  last  three  days.  Thick,  cloudy, 
and  all  sorts  of  bad  weather.  Winds:  N.  W.  by  W.,  W.  S.  W.,  W.  by  N.  Barometer,  28.90;  tempera- 
ture of  air,  52° ;  of  water,  42°. 

May  17.     Lat.  54°  41'  S.  (D.  E.) ;  long.  78°  35'  W.  (D.  E.)     Barometer,  29.60 ;  temperature  of  air,  42° ; 


CAPE    HORN    TRACKS.  621 

of  water,  42°.  Winds:  "W.  N.  W.,  S.  ^Y.,  and  ^Y.  S.  W.  Stormy -looking  weatbcr;  blowing  liard  in 
squalls  ;  short  head  sea. 

May  1.^.  Lat.  52°  39'  S.;  long.  78°  45'  W.  Barometer,  20.90;  temperature  of  air,  4s° ;  of  water, 
42°.  Winds:  AV.,  W.,  variable.  Stormy  weather  ;  moderated  during  the  night ;  noon  almost  calm  ;  at  11 
A.  M.  a  light  breeze  sprung  up  at  E.  N.  E.     Barometer  high. 

May  19.  Lat.  50°  15'  S.:  long.  82°  22'  W.  Current,  S.  E.,  20  miles.  Barometer,  28.35 ;  temperature 
of  air,  54°;  of  water,  48°.  Winds:  E.  N.  E.,  E.  X.  E.,  variable.  Commences  Avith  fine  weather;  wind 
soon  increased;  barometer  foil  very  fast,  ranging  between  29.80  and  28.35;  wind  inerca.sed  to  a  gale; 
during  the  forenoon  liaulcd  to  the  westward,  going  around  by  soutli. 

ilay  20.  Lat.  50°  OG'  S.;  long.  84°  00'  W.  Barometer,  28.30;  temperature  of  air,  55°  ;  of  water, 
48°.  Current,  16  miles,  south.  Winds:  N.  W.,  N.  W.,  N.  N.  W.  and  S.  W.,  1  lunir.  Cloudy  and  a^ually; 
wind  hauling  to  the  northward.  Barometer  ranges  from  28.35  to  28.50,  too  low  to  venture  much  sail.  At 
11  A.  ^I.  wind  came  out  S.  W. 

May  21.  Lat.  48°  08'  S.;  long.  83°  15'  W.  Barometer,  28.70.  Winds:  S.  W.  and  W.,  W.  N.  W., 
W.  All  appearances  of  a  S.  W.  wind,  which  amounted  to  nothing;  during  the  evening  rainy;  weather 
generally  bad. 

Houqua  (Richard  W.  Dixey). 

April  25.  Lat.  49°  1'  S.;  long.  63°  43'  W.  Barometer,  29.20 ;  temperature  of  air,  45  ;  of  water,  49°. 
Winds:  N.  W.,  N.  X.  E.,  E.  First  part,  line  winds,  and  pleasant;  middle  and  latter,  strong  winds,  and 
cloudy. 

April  26!  Lat.  52°  14'  S.;  long.  64°  06'  W.  Barometer,  29.70;  temperature  of  air,  45;  of  water, 
46°.     Winds :  E.,  E.,  E.  N.  E. ;  fine  winds,  and  cloudy.     Birds  and  kelp  in  abundance. 

April  27.  Lat.  54°  39'  S.;  long.  62°  45'  W.  Barometer,  29.60;  temperature  of  air,  44°;  of  water, 
46°.  Winds:  N. E.,  N.  E.,  N". ;  strong  Avinds,  and  cloudy  ;  middle,  sti'ong  gales.  Lay  to  for  daylight  and 
the  land. 

April  28.  No  observation;  64°  45'  W.(D.  R.)  Barometer,  29.60;  temperature  of  air,  40°;  of  Avater, 
39°.  Winds:  N.,  variable,  N.  E.;  strong  Avinds,  and  cloud)-.  At  2  P.M.  judged  the  ship  clear  of  Statcn 
Laud ;  hauled  up  S.  W.  by  S. 

April  29.  Lat.  57°  06'  S.;  long.  68°  30'  W.  Barometer,  29.65;  temperature  of  air,  43°;  of  water, 
43°.  Winds:  K  N.  E.,  N.  N.  E.,  S. ;  strong  winds,  and  thick  Aveather ;  middle,  moderate  and  rainy  ;  latter, 
moderate  and  foggy. 

April  30.  Lat.  56°  52'  S.  (D.  R.);  long.  70°  12'  W.  Barometer,  30.00;  temperature  of  air,  41°;  of 
water,  43°.  Winds:  S.  S.  E.,  variable,  calm;  light  breezes,  and  clear;  middle,  do.;  latter,  do.  and  foggy. 
At  7  P.M.  a  bright  comet,  bearing  W.  S.  W.  per  comp.,  alt.  10°  20',  in  fine  view;  its  range  and  tail  about 
E.  and  W.  true. 

May  1.     Lat.  57°  22'  S.  (D.  R.) ;  long.  72°  22'  W.     Barometer,  29.90 ;  temperature  of  air,  42°  ;  of  water, 


622  THE  WIND  AND  CURRENT  CHARTS. 

43°.  TVincIs:  calm,  W.  N.  W.,  variable.  First,  calm,  and  thick  foggy  weatlier;  middle,  squally;  latter, 
strong  winds  and  thick. 

May  2.  Lat.  5S°  10'  S.  (D.  E.) ;  long.  73°  48'  W.  Variation  observed,  28°  00'  E.  Barometer,  29.00 ; 
temperature  of  air,  41°;  of  water,  43°.  Winds:  "\Y.,  W.,  W. ;  strong  gales,  and  thick  weather;  middle, 
strong  gales ;  latter,  strong  gales  and  snow  squalls. 

May  3.  Lat.  57°  15' S.;  long.  72°  18' W.  Current,  E.,  1  mile  per  hour.  Barometer,  28.84 :  tempera- 
ture of  air,  39°;  of  water,  41°.  Winds:  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  heavy  gales  first  part ;  middle,  less 
wind;  latter,  squally. 

May  4.  Lat.  56°  57'  S.;  long.  71°  00'  W.  Barometer,  28.62;  temperature  of  air,  37°;  of  water,  41°. 
Winds :  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  heavy  gales  and  heavy  sea ;  snow  squalls ;  lying  to. 

May  5.  Lat.  57°  10'  S. ;  long.  70°  00'  W.  Barometer,  28.65 ;  temperature  of  air,  36°  ;  of  water,  42°. 
Winds :  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  heavy  gales,  with  snow  squalls  at  times.  At  7  hours  30  min.  a 
violent  squall  passed  over  the  ship.  Apparently  at  the  time  of  its  striking  her,  a  meteor,  about  the  size  of 
a  man's  head,  burst  at  the  masthead,  and  resembled  a  large  rocket ;  came  down  the  mainmast  and  passed 
oS"  to  leeward  withoiTt  doing  any  damage;  thank  God  for  the  mercy;  ship  hove  to. 

May  6.  Lat.  57°  19'  S.;  long.  70°  10'  W.  Barometer,  28.62;  temperature  of  air,  41°;  of  water,  42°. 
Winds :  W.  S.  W.,  variable,  W.  S.  W. ;  heavy  gales ;  high  sea  running  ;  part  of  the  time  hove  to. 

May  7.  Lat.  57°  32'  S.;  long.  69°  45' W.  Barometer,  28.95;  temperature  of  air,  37°;  of  water,  43°. 
Winds:  W.  S.  W.,  N.  W.,  W.  S.  W.     First  part,  heavy  gales;  middle,  calm;  latter,  heavy  gales;  lying  to. 

]\ray  8.     Lat. ;  long.  71°  30'  W.     Current,  E.,  1  mile  per  hour.     Barometer,  29.60;  temperature 

of  air,  41°  ;  of  water,  42°.     Winds:  W.  S.  W.,  variable,  N.  W. ;  strong  gales,  and  cloudy;  high  sea. 

May  9.  Lat.  58°  20'  S.;  long.  72°  59'  W.  Barometer,  23.80;  temperature  of  air,  40°  ;  of  water,  40°. 
Winds :  N.  N.  E.,  W.  N.  AV.,  W.  N.  W. ;  strong  gales,  and  very  heavy  squalls ;  cloudy.     The  sea  runs  very 

liigli-     ■         '        '  

May  10.     Lat. ;  long.  74°  30'  W.  (D.  E.)     Barometer,  29.10;  temperature  of  air,  39°;  of  water, 

41°.  Winds:  W.  X.  W.,  W.  N.  W.,  W.  N.  W.;  heavy  gales  and  clear,  first  part ;  snow  and  rain  squalls, 
latter ;  occasionall}^  a  chance  to  make  sail,  but  for  verj^  short  periods. 

May  11.     Lat. ;  long.  75°  50'  W.  (D.  E.)     Barometer,  29.10;  temperature  of  air,  39°;  of  water, 

41°.  Winds:  N.  W.,  N.  AY.,  N.  W.;  heavy  gales  and  rain;  7  P.  'SI.  violent  squalls;  middle,  snow  and 
rain ;  clear  at  intervals.     Ends,  strong  gales  and  clear. 

May  12.     Lat. ;  long.  77°  05'  W.  (D.  E.)     Barometer,  28.37  ;  temperature  of  air,  42°;  water,  42°. 

Wind:  variable  throughout;  moderate  and  cloudy;  10  A.  M.  barometer  very  low;  made  ready  for  a  heavy 
gale  ;  ends,  strong  gale  ;  hove  to  part  of  the  day. 

May  13.     Lat. ;  long.  7G°  45'  AV.  (D.  E.)     Barometer,  28.26  ;  temperature  of  air,  35°  ;  of  water, 

39°.     AYinds:  IST.  AY.,  N.  W. ;  very  heavy  gales  and  squally;  high  sea. 

May  14.  Lat.  58°  22'  S. ;  long.  73°  00'  AY.  Barometer,  29.20  ;  temperature  of  air,  41°  ;  of  water  42°. 
Winds:  S.  AA".,  W.,  AY.;  heavy  gales  and  squally ;  rain  and  hail. 


CAI'E   UORN   TKACKS.  '  623 

May  15.     Lut.  :   long.  73°  22'  W.     Barometer,  29.25;   temperature  of  air,  -12°;  of  water,  42°. 

Winds:  W.,  W.  X.  W.,  ^V.  N.  W.;  strong  gales  and  squally. 

May  16.  Lat.  57°  27'  S. ;  long.  73°  4i'  W.  Barometer,  29.50 ;  temperature  of  air,  37°  ;  of  water,  42°. 
Winds:  X.  AV.  by  W.,  W.  X.  W.,  W.  by  S. ;  strong  gales,  rain  and  fog;  middle,  do.  and  rain;  latter, 
moderate.  .      . 

May  17.     Lat.  ;   long.  75°  03'  W.     Barometer,  29.40;  temperature  of  air,  38°;   of  water,  41°. 

Winds:  X".  W.,  W.  S.  W.,  S.  \V. ;  .strong  winds  and  clear;  latter  part,  strong  gales  and  cloudy. 

May  18.  Lat.  56°  02'  S. ;  long.  74°  42'  W.  Barometer,  29.70 ;  temperature  of  air,  41° ;  of  water,  43°. 
Winds:  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  strong  gales  and  heavy  squalls;  middle,  squally,  hail  and  rain. 

May  19.     Lat. ;  long.  78°  OS'  W.     Barometer,  28.90:   temperature  of  air,  42°;  of  water,  43°. 

Winds  :  W.  S.  W.,  X.  X.  E.,  X.  E. ;  first,  moderate  and  cloudy;  middle,  do.  ends  hard  storm. 

May  20.     Lat. ;    long   80°   18'  W.  Barometer,  28.17 ;  temperature  of  air,  46°  ;  of  water,  43°. 

Winds :  X.  E.,  X.  X.  W.,  X.  X.  W. ;  heavy  gales  and  thick  weather ;  lying  to ;  shipped  a  sea,  doing  some 
slight  damage ;  ends  moderate  and  cloudy. 

May  21.     Lat.  ;  long.  81°  21'  W.     Barometer,  28.60;   temperature  of  air,  43°;  of  water,  42°. 

Winds:  X.  W.  by  W.,  variable  throughout ;  commences  moderate  and  cloudy;  barometer,  low ;  often  the 
barometer  has  indicated  heavy  weather,  when  it  was  not  experienced;  generally  very  correct. 

May  22.  Lat.  53°  49'  S. ;  long.  81°  05'  W.  Barometer,  29.50;  temperature  of  air,  33°;  of  water, 
41°.     Winds:  variable  throughout ;  squally,  with  hail,  rain,  and  snow. 

May  23.     Lat. ;  long.  82°  40' W.     Barometer,  22.60;  temperature  of  air,  43°;  of  water,  42; 

Winds  :  W.  S.  W.,  W.,  W. ;  first,  and  middle  parts,  strong  winds  and  squally ;  latter,  strong  gales  and 
rainy. 

May  24.  Lat.  49°  10'  S. ;  long.  83°  00'  W.  Current,  X.  E.,  about  |  knot.  Barometer,  29.90;  tempera- 
ture of  air,  46°;  of  water,  48°.  Winds:  W.  S.  W.,  W.,  W. ;  strong  gales,  and  thick  weather;  midnight, 
rainy;  latter,  moderate. 

Barque  Parthian  (Smith). 

May  13, 1853.  Lat.  50°  55'  S. ;  long.  63°  52'  W.  Barometer,  29.1 ;  temperature  of  air,  50°  ;  of  water, 
48°.    Winds :  X.,  X.  W.,  S.  S.  W.     Fine  weather  ;  whole  sail  breeze. 

May  14.  Lat.  53°  17'  S.;  long.  64°  38'  W.  Barometer,  29.3;  temperature  of  air,  47°;  of  water,  47°. 
Winds :  W.  S.  W.,  W.,  W.  S.  W.     Middle  and  latter  parts,  strong  breeze  and  clear.     Double  reefs. 

May  15.  Barometer,  29.3;  temperatui-e  of  air,  46°.  Wind:  W.  At  10  P.  M.  hove  to  for  daylight, 
to  pass  through  the  Straits  of  Le  Maire ;  at  9  A.  M.  entered  and  at  noon  cleared  the  straits.  Fine  weather ; 
all  sail. 

May  16.  Lat.  56°  40'  S. ;  long.  67°  1'  W.  Barometer,  29.2  ;  temperature  of  air,  45°  ;  of  water,  43°. 
Winds :  X.  W.,  W.,  S.  W.  Middle  part,  strong  breeze  and  rainy.  Ends  calm,  with  a  heavy  S.  W.  swell. 
At  meridian,  Cape  Horn  W.  by  N.  15  miles. 


624:  THE  WIND  AND  CURRENT  CHARTS. 

May  17.  Lat.  57°  59'  S. ;  long.  68°  40'  AV.  Barometer,  28.7  ;  temperature  of  air,  -42°  ;  of  water,  43°. 
WiDcls:  N.,  N.  W.,  S.  S.  W.  First  and  middle  parts,  moderate  and  rainy.  Ends  with  a  hard  gale,  with 
snow  squalls. 

May  18.      Lat.  58°  21'  S. ;    long. .      Barometer,  28.9 ;    temperature  of  air,  40°  ;  of  water,  41°. 

Winds :  S.  S.  W.,  W.,  W.  S.  W.     Throughout,  a  hard  gale  and  squally. 

May  19.  Lat.  58°  51'  S. ;  long.  — — .  Barometer,  29.0 ;  temperature  of  air,  39°  ;  of  water,  40. 
Winds :  W.  S.  W.     Latter  part,  moderate,  inclining  to  calm. 

May  20.   Lat.  58°  32'  S. ;  long. .   Barometer,  28.2 ;  temperature  of  air,  44°  ;  of  water,  41°.   Winds: 

N.  E.,  N.,  N.  N.  W.     Latter  part,  strong  breeze  and  rainy.     Double  reefs. 

May  21.  Lat.  58°  45'  S. ;  long.  77°  10'  W.  Barometer,  28.1 ;  temperature  of  air,  44°  ;  of  water,  41°. 
Winds :  N.  N.  W.,  N.  W.,  W.  N.  W.  Throughout,  and  at  times  rainy.  Barometer,  28  lower  than  I  have 
ever  seen  it.  At  meridian,  rising  a  little ;  since  my  last  chronometer  observations,  the  current,  if  any,  very 
trifling  to  the  N.  E.  ...... 

May  22.  Lat.  57°  47'  S. ;  long.  78°  53'  W.  Barometer,  28.0 ;  temperature  of  air,  40°  ;  of  water,  39°. 
Winds:  N.,  varial)le,  W.  S.  W.  Moderate,  with  much  snow;  middle  part,  wind  went  round  the  com- 
pass, from  W.  to  N.  and  E.,  and  W. 

May  23.     Lat.  55°  50'  S. ;  long. .     Barometer,  28.7 ;  temperature  of  air,  40° ;  of  water,  40°. 

AVinds  :  W.  S.  W.,  W.,  W.  by  N.     Latter  part,  rainy  ;  double  reefs  in  the  topsails. 

May  24.     Lat.  53°  40'  S.;  long.  .     Barometer,  29.0;   temperature  of  air,  46°;   of  water,  42°. 

Winds :  W.  S.  W.,  S.  W.,  W.  S.  W.     Third  and  last  parts,  moderate  and  fine  weather ;  all  sail. 

May  25.     Lat.  53°  2'  S. ;  long.  .     Barometer,  28.5;    temperature  of  air,  40°;    of  water,  43°. 

Winds :  W.  S.  W.,  N.  W.,  W.  S.  W.  Third  and  last  i^arts,  blowing  hard,  with  much  rain,  and  heavy  head 
sea ;  double  reefs. 

May  26.  Lat.  50°  40'  S. ;  long.  81°  25'  W.  Barometer,  28.7  ;  temperature  of  air,  47°  ;  of  water,  44°. 
Winds :  S.  W.,  S.  W.,  W.  S.  W.     Middle  and  latter  parts,  moderate ;  all  sail. 

Lanlao  (Geo.  11.  Bradbury). 

May  15,  1853.  Lat.  51°  15'  S.;  long.  68°  10'  W.  Winds:  N.  K  W.  to  N.  throughout.  First  part, 
moderate ;  middle,  strong ;  and  latter,  fresh  breezes.  Bluff,  at  Santa  Cruz,  in  sight,  bearing  W.  N.  W. ;  sea 
very  smooth. 

May  16.  Lat.  53°  05'  S.;  long.  56°  30'  AV.  AYinds:  N.  to  W.,  N.  W.  throughout.  Moderate  and 
cloudy;  nasty  swell  from  N.  N.  E. 

May  17.  Straits  of  Le  Maire.  Current,  N.  E.,  strong.  Barometer,  29.37.  AVinds :  W.  N.  AY.  to  N.  N. 
AY.,  W.  N.  W.,  N.  N.  W.  to  S.  AY.  First  part,  moderate  and  fine ;  middle,  moderate  and  overcast ;  made 
Bell  Mountain  at  2  A.  M.,  and  soon  after  passed  Cape  St.  Diego ;  was  struck  by  a  S.  W.  squall  (in  the 
middle  of  the  straits),  which  settled  into  a  heavy  gale ;  ran  back,  and  lay  to  under  the  lee  of  St.  Diego. 

May  18.     Off  Cape  Good  Success.     Current,  N.  E.,  strong.     Barometer,  29.80 ;  temperature  of  air,  42° ; 


C.Vl'E    IIOKX   TRACKS.  625 

ipf  water,  45°.  Wiudrf:  S.  W.,  W.,  S.  W.  First  part,  strong  gales  and  heavy  squalls;  middle,  moderate  ; 
stood  for  the  straits,  and  passed  Cape  Good  Suceess  at  daylight;  at  noon  it  bore  N.  by  AV.,  distant  15  miles; 
the  mountains  covered  with  snow. 

May  19.  Lat.  56°  10'  S. ;  long.  G(5°  30'  W.  Current,  easterly,  light.  Barometer,  29.G5 ;  temperature 
of  air,  41°  ;  of  water,  44°.  Winds  :  W.,  W.,  and  ealm;  calm,  and  K.  E.  to  N.  Strong  gales  and  heavy 
squalls  until  midnight ;  then  light  to  4  A.  M. ;  calm  to  6  A.  M. ;  breezed  up  from  east,  and  round  to  north ; 
at  noon,  fresh. 

:May  20.  Lat.  5G°  00'  S. ;  long.  71°  30'  AV.  Current,  easterly,  light.  Barometer,  28.70;  temperature 
of  air,  46°  ;  of  water,  46°.  Winds :  X.  X.  K.,  X.  X".  E.,  X.  Strong  breezes  and  cloudy  ;  ends  rainy  ;  at  4 
P.  M.  Cape  Horn  X.  by  W.,  15  miles ;  the  laud  at  9  A.  AI.,  X.  X".  E. 

May  21.  Lat.  57°  00'  S. ;  long.  75°  30'  W.  Barometer,  28.62  ;  temperature  of  air,  43°.  AViuds:  X. 
"W.  by  N.  throughout.     Strong  gales,  with  occasional  lulls;  little  rain;  sipialls,  not  heavy. 

May  22.  Lat.  57°  40'  S.;  long.  77°  00'  W.  Barometer,  28.52  ;  temperature  of  air,  35°  ;  of  water,  42°. 
Winds :  N. N.  AY.,  X.  AY.,  AY.  Commences  fresh  and  rainy,  and  threatening.  At  3  P.  M.  a  heavy  squall,  which 
lasted  three  hours  and  settled  into  a  strong  west  gale ;  6  A.  M.  moderating.     Ends,  strong  breezes  and  squally. 

May  23.     Lat.  55°  00'  S.;  long.  .     Barometer,  29.10;  temperature  of  air,  42°;  of  water,  42°. 

Winds :  W.  S.  W.,  AA'.  by  S.,  AY.     Strong  breezes  with  heavy  snow  squalls. 

May  24.  Lat.  53°  25'  S. ;  long.  79°  00'  AY.  Barometer,  29.75;  temperature  of  air,  41°;  of  water, 
44°.  AYinds :  AY.  to  AA'.  S.  AY.  throughout.  Fresh  gales  and  rainy  with  heavy  S(j^ualls.  Ends  fresh  but 
moderating ;  snoAV  and  hail  in  the  squalls. 

]\Lay  25.  Lat.  52°  25' S.;  long.  79°  45' W.  Barometer,  29.05;  temperature  of  air,  45°.  AYinds: 
W.  S.  AY.,  calm,  AY.  to  X.X.  AY.,  AY.  Fresh  until  6  P.  M.,  then  calm;  middle,  strong  gales  and  squally. 
Ends,  do.,  with  sleet,  hail,  &.c. ;  heavj^  sea  from  southwest. 

May  26.  Lat.  49°  45'  S.;  long.  79°  25'  AY.  Barometer,  29.25  ;  temperature  of  air,  45°;  of  water, 
4ii°.  Wind  :  AY.  by  X".  to  W.  by  S.  throughout.  Com.meuces  strong  gales  and  hard  S(p.ialls.  Ends  the 
same,  but  moderating;  hail,  snow,  and  rain  in  the  squalls. 

Competitor  (Aloses  IIows). 

May  18,  1853.  Lat.  50°  58'  S. ;  long.  63°  52'  AY.  Barometer,  29.90 ;  temperature  of  air,  47° ;  of 
water,  46°.     AYinds :  S.  W.  by  S.,  S.  S.  W.,  and  S.  S.  AY.     Strong  head  winds. 

May  19.  Lat.  54°  07'  S. ;  long.  63°  45'  AY.  Barometer,  29.70.  (Broke  the  thermometer.)  AYinds : 
S.  AY.,  S.  W.,  and  X.AY.  First  part,  strong  breezes  ;  latter  part,  more  moderate.  At  4  A.M.  wind  hauled 
to  the  northwest;  weather  fine.     At  noon  made  Staten  Land,  S.  S.E.,  36  miles  distant. 

May  20.     Lat.  56°  34'  S. ;  long.  68°  34'  W.     Barometer,  29.50.     AYinds :  X.,  X.,  and  X'.X.  W.     Begins 
fine  breezes  from  the  north.     At  4  P.  M.  passes  the  east  end  of  Staten  Land,  four  miles  distant.     At  4  A.  M. 
Cape  Horn,  north  ten  miles ;  during  the  night,  squally  with  rain.    Latter  part,  moderate ;  all  sail  set.    Xoon, 
Isle  Diegos  X.  AY.  one  mile  distant. 
79 


026  TUE  WIND  AND  CUBRENT  CHARTS. 

May  21.  Lat.  07°  -±0'  S. ;  long.  72°  20'  W.  Barometer,  29.10.  AVinds :  N.,  N.,  and  W.by  N.  Strong 
winds  and  S(|aally,  witli  rain.  ■  ■■   ■ 

May  22.  Lat.  57°  30' S.;  long.  7-4°  20' W.  Barometer,  28.50.  Winds  :  W.N.  W.,  N.,  and  W.  S.  W. 
A  heavy  sea  and  gale ;  shipping  much  water;  washed  oft'  the  eagle  and  .split  the  stem ;  three  feet  water  in 
the  hold ;  Avorked  the  pnmps  till  midnight.     Ship  making  three  inches  water  per  hour. 

May  23.  Lat.  56°  08'  S. ;  long.  73°  50'  AV.  Barometer,  28.70 ;  Winds :  W.,  W.  S.  W.,  and  W.  S.  W. 
Strong  gales,  heavy  sea  and  thiek  weather. 

May  24.  Lat.  50°  03'  S. ;  long.  75°  1 0'  W.  Barometer,  29.30.  Winds :  W.  S.  W.,  S.  W.,  and  W. S.  W. 
Strong  gales;  ship  leaking  three  and  a  half  inches  per  hour.     Ends  cloudy  and  heavy  sea. 

May  25.  Lat.  55°  50'  S.;  long.  76°  50'  W.  Barometer,  28.50.  Winds:  S.  W.  by  W.,  W.KW., 
W.  N.  AV^.     First  part,  strong  breezes  ;  latter  part,  moderate  with  rain. 

May  26.  Lat.  55°  48'  S. ;  long.  77°  50' W.  Barometer,  28.40.  Winds:  W.,  AV.  N.  W.,  calm.  A 
heavy  swell.  At  daylight,  put  the  ship  before  the  wind  ;  all  hands  emploj'ed  strapping  the  bows  together ;  put 
four  jiarts  of  chain  around  through  the  hawse-pipes,  and  set  it  up  with  lashings  over  the  bowsprit  and  across 
the  stem.     Ends  with  dark  and  gloomy  weather. 

May  27.  Lat.  54°  58' S. ;  long.  79°  10' AV.  Barometer,  29.00.  Winds:  K,  AV.N.W.,  and  K  E. 
Begins  with  light  breezes  from  the  northward;  made  all  sail;  fine  weather. 

May  28.  Lat.  53°  18'  S. ;  long.  79°  40'  AA^.  Barometer,  28.80.  AVinds  :  E.,  S.  AA".,  AV.  S.  AV.  First 
part,  light  breezes  ;  latter  part,  a  gale. 

May  29.  Lat.  52°  12'  S. ;  long.  79°  45'  W.  Barometer,  29.15.  AVinds :  AV.  S.  AV.,  S.  AV.,  and  S.  AV. 
Heavy  gale  and  sea;  middle  part,  more  moderate;  latter  part,  heavy  sipialls. 

i[ay  30.  Lat.  51°  "12'  S.;  long.  79°  5'  AV.  Barometer,  27.02.  AVinds:  S.  AV.  by  AA^  S.  S.  AV., 
AV.  S.  AV.     A'iolent  gales. 

May  31.  Lat.  51°  14'  S. ;  long.  78°  30'  W.  Barometer,  29.10.  AVinds :  AV.  by  S.,  W.  S.  W., 
AV.  S.  AV.     Violent  gales  and  a  heavy  sea. 

June  1.  Lat.  50°  42'  S. ;  long.  78°  AV.  Barometer,  29.10.  AVinds :  AV.  S.  AV.,  AV.  by  S.,  W.  S.  AV. 
Violent  gales  and  heavy  sea. 

Fhjinrj  Cloud  (Creesy),  New  York  to  San  Francisco,  forty-live  days  out. 

June  12,  1853.  Lat.  52°  17'  S.;  long.  67°  06'  W.  AVinds:  N.  AV.,  AV.N.  W.,  S.S.AV.  First  part, 
fresh  ;  middle  and  latter,  strong  gales,  clear,  and  cold. 

June  13.  Lat.  54°  35'  S. ;  long.  65°  21'  AV.  AVinds :  S.  S.  AV.,  AV.  N.  AV.,  AV.  N.  AV.  Strong  gales. 
At  noon.  Cape  Sau  Diego  bearing  S.  E.  by  E.,  distant  10  miles. 

June  14.  Lat.  56°  22'  S.;  long.  07°  34'  AV.  AVinds:  AV.  N.  AV.,  AV.  N.  AV.,  baHling;  strong  gales 
and  very  heavy  squalls  from  off  the  land;  passed  through  the  Straits  of  Le  Mairc;  middle  part,  moderate 
and  cloudy;  latter,  threatening  weather. 

Juiie  15.     Lat.  56°  32'  S. ;  long.  69°  08'  AV.     Winds:  S.,  S.  AV.  by  S.,  S.  AV.     First  part,  moderate, 


CAPK    IIOKN    TRACKS.  627 

with  lieavy  squalls  of  snow  aiul  bail.  At  0  hours  30  miu.  Diego  Kamirez  Islands  in  sight,  bearing  south 
5  miles  distant ;  middle  part,  heavy  squalls ;  latter  part,  hard  gale,  with  harder  stjualls. 

June  IG.  Lat.  55°  18'  S.;  long.  72°  27'  ^\^  Winds:  S.  S.  W.,  calm,  S.S.E.  First  part,  hard  gale, 
with  heavy  squalls:  middle  j)art,  mostly  calm;  lattei',  hard  squalls. 

June  17.  Lat.  53°  07'  S.;  long.  76°  18'  \V.  Winds:  S.  S.  E.,  calm,  baffling.  First  part,  strong 
gales,  with  heavy  squalls ;  latter,  faint ;  barometer,  30.30. 

June  18.  Lat.  53°  38'  S. ;  long.  81°  50'  W.  Winds :  baffling,  X.  X.  W.,  X.  X^.  W.  First  part,  light 
and  squally;  middle,  strong  gale;  latter,  very  heavy  gale.  At  11,  hove  the  ship  to.  Barometer  fell 
rapidly  to  28.35. 

June  19.  Lat.  53°  10'  S. ;  long.  81°  23'  W.  Wind :  'SV.  X.  W.  throughout.  First  part,  hard  gale 
without  violent  squalls;  ends  moderate. 

June  20.  Lat.  50°  5G'  S. ;  long.  77°  57'  W.  Wimls:  baffling,  baffling,  and  X.  W.  Strong  and 
squally.    Bad  sea,  running  shiji  continualh'  under  water;  double  reefed  sails. 

Golden  Era  (E.  P.  Sleeper). 

June  3, 1853.  Lat.  51°  18'  S.;  long.  G5°  31'  W.  Barometer,  29.3 ;  temperature  of  water,  44°.  Winds: 
W.  X.  W.     Moderate  breezes.     At  8  A.  AL  sounded  ;  had  75  fathoms  water. 

June  1.  Lat.  53°  05'  S. ;  long.  01°  49^  W.  Barometer,  29.2  ;  temperature  of  air,  in  the  cabin,  51° ; 
of  water,  44°.     Winds :  W.  S.  W.,  W.  S.  W.,  variable,  X.  W.,  variable.     Light  breezes,  and  pleasant. 

June  5.  Lat.  54°  IS' S. ;  long,  not  observed.  Cape  St.  John,  Staten  Land,  bearing  S.  E.  by  S.  Baro- 
meter, 29.00 ;  temi^erature  of  air  in  the  cabin,  48° ;  of  water,  43°.  Winds  :  W.  X.  W.,  X.  W.,  X".  W.  to  S. 
E.  Light  breezes.  At  daylight,  Staten  Laud  in  sight ;  plenty  of  snow — very  good  place  to  slide  down 
hill. 

June  6.  Lat.  (D.  E.)  54°  25'  S. ;  long.  (D.  E.)  63°  25'  W.  Barometer,  29.00;  temperature  of  air,  46°  ; 
of  water,  42°.  Winds :  E.,  S.  E.  by  S.,  S.  E.  by  S.  First  part,  light  breezes ;  middle  and  latter,  fresh 
breezes,  and  thick,  with  snow  squalls. 

June  7.  Cape  St.  John  bearing  S.  W.  by  S.,  45  miles  distant.  Barometer,  29.30 ;  temperature  of  air 
in  the  cabin,  42°;  of  water,  42°.     Wind:  S.     Fresh  gales  and  snow  squalls  all  this  day. 

June  8.  Lat.  p.  E.)  55°  40'  S. ;  long.  (D.  E.)  62°  00'  AV.  Barometer,  28.9  ;  temperature  of  air,  42° ; 
of  water,  40°.     Winds:  S.,  W.,  S.  W.     Fresh  gales,  with  snow  squalls. 

June  9.  Lat.  (D.  E.)  oiJ°  09'  S. ;  long.  62°  07'  W.  Barometer,  28.9  ;  temperature  of  air  in  the  caViin, 
37°  ;  of  water,  39°.     Winds :  S.  W.,  S.  W.,  to  S.  S.  W.,  S.  E.,  variable.     Fresh  gales  and  snow  squalls. 

June  10.  Lat.  56°  04'  S.;  long.  62°  25'  W.  Barometer,  29.3  ;  temperature  of  air  in  the  cabin,  34°  ; 
of  water,  38°.  Winds :  S.  E.,  S.  E.  to  S.  W.,  S.  W.  Fresh  gales,  with  heavy  squalls  of  snow  and  hail. 
Plenty  of  ice  about  deck. 

June  11.  Lat.  (D.  R.)  56°  51'  S. ;  long.  (D.  E.)  62°  03'  W.  Barometer,  29.1 ;  temperature  of  air,  32°  ; 
of  water,  36°.     Winds :  S.  W.,  S.  W.,  variable,  S.  S.  W.  to  S.     The  same  as  the  last  24  hours. 


628  THE    WIND    AM)    CURRENT    CHARTS. 

June  12.  Lat.  (D.  R.)  5(3°  17'  S. ;  long.  (D.  11.)  64°  12'  W.  Barometer,  29.8  ;  temperature  of  air,  31°; 
of  water,  36°.     "Wimis  ;  S.  S.E.,  S.  E.,  S.  S.  E.  to  S.     The  same  as  the  last  21:  Lours — darnVl  unpleasant. 

June  13.  Lat.  r..:)°  iO'  S. ;  long.  Gi"  30'  W.  Barometer,  29.8  ;  temperature  of  air,  34°  ;  of  water,  35°. 
Winds  :  S.  S.  W.,  S.  AV.  liy  S.,  S.  W.  by  S.  Fresh  gales,  with  heavy  squalls  of  snow  and  liail ;  a  very  bad 
sea. 

June  14.  Lat.  56°  16'  S. ;  long.  63°  45'  W.  Barometer,  29.7  ;  temperature  of  air,  36°  ;  of  water,  35°. 
Winds :  S.  S.  W.  to  S.  W.,  S.  W.  by  S.,  S.  S.  W.     Weather  the  same  as  yesterday. 

June  15.  Lat.  (D.  E.)  56°  09'  S. ;  long.  (D.  R.)  64°  40'  W.  Barometer,  29.80 ;  temperature  of  air,  43°  ; 
water,  37°.  Winds :  S.  S.  W.  to  S.,  S.  to  S.  S.  W.,  S.  W.  to  W.  Fresh  gales  and  cloudy,  with  a  very  bad 
sea. 

June  16.  Lat.  (D.  R.)  57°  00'  S. ;  long.  64°  17'  W.  Barometer,  29.5 ;  temperature  of  air,  44° ;  water, 
36°.     AVinds :  AV.,  AY.  by  S.,  AY.  S.  AY.     Ileavy  gale,  thick  and  rainy. 

June  17.  Lat.  (D.  R.)  57°  44'  S. ;  long.  (D.  R.)  63°  43'  AY.  Barometer,  29.4 ;  temperature  of  air,  45° ; 
of  water,  36°.     AA^inds :  AY.  S.  AY.,  AY.  S.  AY.     AYcathcr  the  same  as  yesterday. 

June  IS.  Lat.  (D.  R.)  58°  28'  S. ;  long.  (D.  R.)  63°  16'  AY.  Barometer,  29.4  ;  temperature  of  air,  45°; 
of  water,  37°.     Winds:  S.  AY.,  AY.  S.  AY.,  AY.  liy  S.     Heavy  gale,  thick  and  rainy  weather;  very  bad  sea. 

June  19.  Lat.  57°  33'  (D.  R.)  S.;  long.  (D.  R.)  63°  40'  AY.  Barometer,  29.20 ;  temperature  of  air,  42° ; 
of  water,  40°.     Winds :  AY.  by  S.,  AY.  N.  AY.,  AY.  to  S.     AYeather  the  same  as  yesterday. 

June  20.  Lat.  (D.  R.)  57°  48'  S.;  long.  (D.  R.)  03°  48'  W.  Barometer,  29.1 ;  temperature  of  air,  43°  ; 
of  water,  36°.  AYinds :  S.  E.  to  N".  E.,  N.  E.  to  N.  W.,  N.  W.  by  N.  First  part,  very  light  breezes ;  latter 
part,  fresh,  thick,  and  rainy ;  very  bad  sea. 

June  21.  Lat.  (D.  R.)  58°  39'  S.;  long.  (D.  R.)  64°  30'  AY.  Barometer,  28.7 ;  temperature  of  air,  38° ; 
of  water,  32°.  AYinds:  S.  AY.  variable,  AY.  IST.  AY.,  AY.  by  N.  variable.  First  and  middle  parts,  fresli 
breezes;  latter,  fresh  gale,  with  snow. 

June  22.  Lat.  (D.  R.)  59°  27'  S. ;  long.  (D.  R.)  64°  30'  AY.  Barometer,  28.7 ;  temperature  of  air,  25°  ; 
of  water,  29°.  AYinds:  AY.  S.  AA''.,  AY.  variable,  AY.  to  S.  AY.  Fresh  gale,  and  light  breezes;  very  heavy 
S(|ualls  of  snow  and  hail  throughout. 

June  23.  Lat.  (D.  R.)  59°  47'  S.;  long.  (D.  R.)  64°  30'  AY.  Barometer,  29.00;  temperature  of  air, 
16°;  of  water,  28°.  AYinds:  AY.  to  S.  W.,  W.  N.  W.,  calm.  First  part,  fresh  gale;  at  2  A.  M.,  calm;  at 
daylight  the  whole  ocean  was  one  sheet  of  ice,  or  slush,  from  aljout  six  to  ten  inches  in  thickness;  no  water 
to  be  seen;  ends  with  fresh  breezes;  snow  throughout. 

June  24.  Lat.  (D.  R.)  59°  00'  S. ;  long.  (D.  R.)  69°  15'  AY.  Barometer,  29.2  ;  temperature  of  air,  20°  ; 
of  water,  36°.  AYinds:  E.,  E.  by  S.,  S.  E.,  variable.  Fresh  gales,  with  a  regular  "down  east"  snow  storm. 
At  3  P.  M.  run  out  of  the  ice.  For  the  last  three  days  the  vessel  has  been  covered  in  ice,  being  from  one 
to  two  feet  thick  on  the  outside. 

June  25.  Lat.  (I).  R.)  58°  4-7'  S. ;  long.  (D.  R.)  71°  34'  W.  Barometer,  29.2  ;  temperature  of  air,  27° ; 
of  water,  36°.     AYinds :  S.  E.,  S.  E.  variable,  S.  E.     Light  breezes  and  calms  ;  moderate  snow  squalls. 


CAl'K    IIOHN    THACKH.  029 

June  26.  Lat.  (D.  R.)  57°  30'  S. ;  long.  (D.  R.).  74°  21'  ^Y.  liarometer,  29.0 :  temperature  of  air,  37° ; 
of  water,  39°.  Winds  :  S.,  S.  by  ^Y.,  S.  to  AY.  S.  "\Y.  Virst  part,  liylit  breezes  ;  middle  and  latter,  moderate 
breezes,  thick  and  rainy. 

June  27.  Lat.  50°  12'  S. ;  long.  70°  00'  \V.  r>arometer,  29.7  ;  temperature  of  air,  39°  ;  of  water,  40°. 
Winds:  S.  S.  W.  to  S.  W.,  S.  S.  W.,  S.  W.  by  S.  Fir.st  part,  moderate  breezes,  with  light  snow  squalls; 
latter  part,  quite  pleasant  for  Cape  Horn ;  but  if  I  was  in  any  other  part  of  the  world  I  should  call  it 
unpleasant. 

June  28.  Lat.  55°  26'  S. ;  long.  78°  24'  W.  Barometer,  29.50  ;  temperature  of  air,  39° ;  of  water,  40°. 
Winds:  S.  S.  W.,  S. S.  W.,  calm.     Moderate  breezes  and  (piite  jtleasaut. 

June  29.  Lat.  53°  35'  S. ;  long.  79°  18'  W.  Barometer,  29.50  ;  temperature  of  air,  38;  of  water,  41°. 
Winds :  S.  W.,  W.  S.  W.,  S.  W.  to  W.     Light  breezes  throughout. 

June  30.  Lat.  (D.  R.)  52°  45'  S. ;  long.  (D.  R.).  79°  30'  W.  Barometer,  29.1 ;  temperature  of  air,  39° ; 
of  water,  41°.  Winds :  W.,  W.  to  W.  X.  W.,  AY.  by  N.  First  part,  fresh  breezes,  hinds  a  heavy  gale,  with 
squalls  of  hail. 

July  1.  Lat.  50°  49'  S. ;  long.  79°  55'  W.  Current,  E.,  40  miles  during  the  last  24  hours.  Baro- 
meter, 29.4  ;  temperature  of  air,  39°;  of  water,  42".  Winds  :  S.  W  by  S.,  S.  W.,  S.  W.  by  W.  Fresh  gales 
with  very  heavy  sea.     Squalls  of  hail  and  snow. 

Ship  White  Stjuall  (S.  Kennedy),  New  York  to  San  Francisco. 

May  28,  1853.  Lat.  50°  7'  S.;  long.  63°  37'  W.  Barometer,  29.40  ;  tempernturc  of  air,  48°  ;  of  water, 
48°.     Winds :  Y".,  X.  AY.,  X'.     Moderate  all  day  ;  cloudy  weather. 

May  29.  Lat.  52°  6'  X. ;  long.  63°  32'  W.  Barometer,  28.80;  temperature  of  air,  44°  ;  of  water,  44°. 
AYinds :  X.,  X.  W.,  S.     IModerate ;  very  gloomy. 

May  30.  Lat.  52°  31'  S. ;  long.  63°  18'  AY.  Barometer,  28.30 ;  temperature  of  air,  48°  ;  of  water,  46°. 
AYinds:  S.,  calm,  baffling.     Begins  calm;  ends  X.  E.  gale. 

May  31.  Lat.  54°  30'  S. ;  long.  63°  31'  W.  Barometer,  28.90  ;  temperature  of  air,  40°  ;  of  water,  38°. 
Winds:  calm,  E.,  X.E.     Strong  gale  until  4  A.]\[.,  when  it  hauled  to  the  S.  AY.  and  cleared  up. 

June  1.  Lat.  56°  32'  S. ;  long.  66°  2'  W.  Barometer,  29.80  ;  temperature  of  air,  38°  ;  of  water,  38°. 
Winds:  X'. E.,  X. E.,  S.  AY.  The  same  low  barometer  until  2  A.M.,  then  rises,  and  the  wind  hauls  X.E.; 
moderate. 

June  2.  Lat.  56°  45'  S. ;  long.  66°  28'  AY.  Barometer,  29.30  ;  temperature  of  air,  34°  ;  of  water,  36°. 
Winds:  AA".,  S.W.,  calm  and  X.E.  Begins  fresh  breezes  X'.E. ;  at  10  P.  AI.  X.  AY.  Ends  a  gale  at  west, 
and  snow. 

June  3.  Lat.  57°  34'  S. ;  long.  68°  43'  AY.  Barometer,  29.90  ;  temperature  of  air,  32° ;  of  water,  34°. 
Winds :  X.  E.,  N.  AY.,  AY.  S.  W.     Commences  a  gale  at  AY.  S.  AY.     Ends  more  moderate. 

June  4.     Lat.  57°  47'  S. ;  long.  68°  47'  W.     Current,  E.  X.  E.,  27  knots  per  day.     Barometer,  29.95 ; 


030  THK   WIND   AND   CUERKNT   CHARTS. 

temperature  of  air,  33°;  of  water,  37°.  Winds:  S. W.,  ^Y.,  ^Y.  Commences  a  moderate  gale;  ends  a 
moderate  breeze.     Saw  Diego  Kamirez,  bearing  N.  W.  by  N. 

June  5.  Lat.  56°  40'  S. ;  long.  68°  54'  W.  Current,  E.,  35  knots  per  day.  Barometer,  29.70;  temper- 
ature of  air,  34°;  of  water,  42°.  Winds:  AY.,  N.  W.,  S. E.  Strong  breezes  and  passing  snow  squalls 
all  day. 

June  6.  Lat.  55°  47'  S. ;  long.  75°  30'  W.  Current,  E.  S.  E.,  15  knots  per  day.  Barometer,  29.70; 
temperature  of  air,  2S°;  of  water,  41°.  Winds:  S.  S.  E.  throughout.  Fine  breezes  all  day;  saw  Aurora 
Australis. 

June  7.  Lat.  52°49'S.;  long.  78°  57' AV.  Current,  C.E.,  25  knots  per  iVdj.  Barometer,  30.10; 
temperature  of  air,  32° ;  of  water,  43°.  AViuds:  S.  S.E.,  S.,  S.  AV.  Cloudy  weather  all  day.  Moderate 
breeze. 

June  8.  Lat.  49°  12'  S.;  long.  77°  4G'  W.  Current,  E.,  10  knots  per  day.  Barometer,  30.15  ;  tem- 
perature of  air,  36°  ;  of  water,  45°.     AVinds:  AV.,  N.  AY.,  N.  AA^     Nearly  calm  all  d;iy. 

SJi>2i  Victory  (0.  G.  Lane),  New  York  to  San  Francisco,  55  days  out. 

June  15,  1853.  Lat.  51°  03' S.;  long.  56°  49' W.  Barometer  28.60 ;  temperature  of  air,  44°;  of 
water,  42°.  Winds:  N. N.  AY.,  N.  AV.,  AY.  S.  AV.  First  part,  heavy  gales  and  haz}';  second  part,  fresh 
breezes;  third  part,  at  times  calm,  and  Hue  breezes  with  mist  and  rain. 

June  16.  Lat.  52°  12'  S. ;  long.  56°  20'  W.  Barometer,  28.90.  temperature  of  air,  31 ;  of  water, 
42°.  AVinds :  AV.  S.  W.,  S.  AV.  by  W.,  S.  AV.  by  AY.  First  part,  fresh  and  rainy ;  sccoud  part,  hard  gales, 
and  heavy  snow-squalls ;  third  part,  heavy  gales  and  tliick  snow-squalls. 

June  17.  Lat.  52°  13'  S.;  long.  55°  50'  AV.  Current,  E.  N.  E.,  IJ  knot  per  hour.  Barometer,  29.45; 
temperature  of  air,  32°  ;  of  Avater,  41°.     AVinds:  S.  AY.,  S.  AY.,  S.  W.     Strong  breezes  with  snow  squalls. 

June  18.  Lat.  52°  54'  S. ;  long.  54°  38' AA^.  Current,  K  E.  by  E.,  1  mile  per  hour.  Barometer, 
29.62;  temperature  of  air,  37°;  of  water,  40.  AVinds:  S.  AY.,  S. S.  AY.,  S.  S.  AV.  Fresh  breezes  with 
snow  squalls. 

June  19.  Lat.  53°  40  S. ;  long.  57°  00'  AY.  Barometer,  29.40 ;  temperature  of  air,  40 ;  of  water,  41°. 
AVinds:  S.  S.  AY.,  N.  AY.,  N.  AV.  by  AV.     First  and  second  parts,  fresh  breezes ;  third  part,  gale. 

June  20.  Lat.  54°  30'  S. ;  long.  (50°  46'  AY.  Barometer,  28.85  ;  temperature  of  air,  42°  ;  of  water, 
42°.  AVinds :  N.  W.  by  AY.,  AV.  N.  AA".,  N.  AV.  First  part,  strong  gale  and  cloudy ;  second  and  third  parts, 
fresh  and  cloudy. 

June  21.  Lat.  55°  05'  S. ;  long.  63°  43'  AV.  Current,  E.  N.  E.,  h  knot.  Barometer,  28.60 ;  tempera- 
ture of  air,  42°  ;  of  water,  41°.  AVinds :  N.  AV.  by  AY.,  AV.  N.  AV.,  N.  N.  AV.  First  part,  moderate,  cloudy, 
and  misty;  second  part,  moderate  and  foggy;  third  part,  light  and  pleasant. 

June  22.  Lat.  56°  20'  S. ;  long.  66°  30'  W.  Current,  IJ  knot,  N.  N.  E.  Barometer,  28.30;  tempera- 
ture of  air,  42°  ;  of  water,  41°.  AVinds:  N. N.  AY.,  N. N. E.,  E.  First  and  second  parts,  moderate  and 
cloudy  ;  tliii'd  part,  light  breezes  and  rain. 


CAPE   HOKN   TRACKS.  G31 

Jwnc  23.  Lat.  56°  40'  S.;  long.  0(5°  50'  W.  Current,  1  knot,  X.E.by  X.  Barometer,  28.40;  tem- 
perature of  air,  42° ;  of  water,  42°.  Winds:  S. ;  ealm  ;  S.  W.  First  part,  liglit  airs;  .second  part,  calm  ; 
third  part,  fresh  breezes  and  cloudy  misty  weather. 

June  24.  Lat.  57°  33' S.;  long.  08°  20' W.  Barometer,  28.70 ;  temperature  of  air,  40°;  of  water, 
40°.  Winds:  S.  W. ;  calm;  X.  N.  AV.  First  part,  fresli ;  .second  i>art,  calm;  third  part,  liglit  airs  and 
calm  at  times. 

June  25.  Lat.  57°  35' S.;  long.  71°  20' W.  P.arometer,  28.07;  temperature  of  air,  37° ;  of  water, 
39°.  Winds :  X.  X".  W.,  X.  W.,  X.  \\^.  First  part,  fresh ;  second  and  tliird  parts,  strong  gales  and  stronger 
snow  sqnalls,  rain,  and  hail. 

June  26.  Lat.  57°  20'  S.;  long.  71°  30'  W.  Barometer,  20.60;  temperature  of  air,  37°;  of  water, 
39°.     Winds :  X.  W.,  W.,  \V.  S.  W.     Heavy  gales  and  hard  snow  squalls. 

June  27.  Lat.  56°  31)'  S.:  long.  71°  33'  W.  Barometer,  28.95;  temperature  of  air,  39°;  of  water, 
41°.  AVinds:  W.  S.  W.,  W.  S.  AV.,  AV.  First  part,  strong  gales  and  S([ualls;  second  and  third  parts, 
moderate. 

June  28.  Lat.  56°  26'  S.;  l.nig.  75°  29'  W.  Barometer,  28.80;  temperature  of  air,  40°;  of  water, 
41°.  Winds:  calm;  X".  W.,  X.W.  First  part,  calm ;  second  part,  liglit  breezes;  third  part,  moderate  and 
cloudy. 

June  29.  Lat.  55°  29'  S.;  long.  75°  23'  W.  Current,  E.,  1  knot.  Barometer,  28.80;  temperature  of 
air,  39°;  of  water,  41°.  "Wimls:  X.  W.,  W.  S.  W.,  S.  E.  First  and  second  parts,  moderate  and  cloudy; 
third  part,  light  airs  and  pleasant. 

June  30.  Lat.  53°  30' t>. ;  long.  79°  03' AV.  Barometer,  29.05  ;  temperature  of  air,  39°;  of  water, 
42°.  Winds:  E.,  S.  E.,  S.  S.  E.  First  part,  moderate;  second  and  third  piarts,  fresh  breezes  with  snow 
squalls. 

July  1.  Lat.  51°  04'.  S.;  long.  82°  16  A^.  Barometer,  29.50  ;  temperature  of  air,  39° ;  of  water,  43°. 
AVinds:  S.  S.  E.,  S.  S.  AV.,  S.  AY.  First  part,  fresh  breezes  and  cloudy;  second  part,  moderate  with  light 
snow  squalls;  third  part,  moderate  with  light  snow  S(pialls. 

July  2.  Lat.  49°  14'  S. ;  long.  84°  32'  W.  Barometer,  30.00  ;  temperature  of  air,  40°  ;  of  water,  44°. 
Winds:  S.  S.  AV.,  S.  S.  E.;  calm.  First  part,  moderate,  snow  S(pialls;  second  part,  light  breezes  and 
cloudy ;   third  part,  baflling  airs  and  calms. 

Schooner  L.  P.  FoMrr  (J.  V.  Keller),  Boston  to  Puget  Sound,  seventy  days  out. 

June  8,  1853.  Lat.  49°  16'  S.;  long.  ^3^)°  38'  \V.  Barometer,  30.20;  temperature  of  air,  41°;  of 
water,  46°.  Winds:  A\'.,  calm,  X.  AV.  Fine  fair  day;  noon,  50  fathoms  water.  First  ami  latter  jiarts, 
light  breezes;  middle,  calm.  At  4  P.  M.  land  about  Port  Julien  in  sight,  bearing  \V.  X.  ^V.,  true,  about 
30  miles. 

June  9.  Lat.  50°  42'  S. ;  long.  67°  15'  AA".  A'ar.  obs.  18°  30'  E.  Barometer,  30  ;  temperature  of  air, 
42°;  of  water,  45°.     AVinds:  X.  AA'.,  variable,  S.  AV.  by  S.     Commences  with  a  decreasing  breeze;  middle, 


032  THK    WIND    ANU    CJUKKENT    CUAXiTS. 

ligTit,  calm,  and  variable,  from  N.  W.  to  S.  S.  W. ;  Jay  only  S  hours  long ;  weather  fine ;  ends  with  a  fresh 
breeze,  dying  away.  '■  : 

June  10.  Lat.  51°  W  S.;  long.  (37°  20'  W.  Barometer,  30.05;  temperature  of  air,  41°;  of  water, 
44°.  Winds:  S.,  N.  W.,  N.  ^7.  Fine  weather.  At  5  A.  M.  sudden  fall  of  wind,  and  veering  westward; 
9.  A.  M.  calm ;   noon,  light  breeze ;  dark  green  and  smooth  sea ;  at  noon,  off  the  Straits  of  IVlagellan. 

June  11.  Lat.  53°  45'  S.  (D.  R.);  long.  6Q°  54'  W.  (D.  E.)  Barometer,  29.55;  Winds:  N.  W., 
N.  N.  AY.,  N.  W.  First  part,  gentle  breezes,  with  dark  flying  clouds;  probably  fog;  as  daylight  came  on, 
the  sky  became  obscured  by  this  vapor.  At  9  A.M.  barometer  falling;  laud  in  sight  about  Cape  Pinas; 
noon,  quite  thick  and  dark ;  barometer,  29.35 ;  lower  than  I  have  noticed  it  before ;  no  change  in  the 
weather  except  the  fog.  Thus  far  I  have  made  no  remarks  upon  the  barometer.  If  I  should  dare  to 
hazard  an  opinion,  would  say  that,  with  the  wind  at  N.  E.  and  E.,  north  of  the  equator,  it  ranges  highest; 
and  with  southerly  winds  south  of  it,  and  particularly  south  of  Capricorn,  lowest;  or  at  least  that  southerly 
winds  may  be  expected  when  low,  and  westerly  and  northwesterly  when  quite  high ;  though  we  have  had 
our  strongest  wind  (even  a  terrific  gale  for  a  few  hours)  after  the  barometer  had  fallen  to  29.40  some  two 
hours  and  stopped.  I  think  it  was  rising  at  the  time ;  wind  from  about  west,  perhaps  a  little  northerly  and 
inclining  southward.  Eunning  along  the  land;  wind  veering  north;  saw  what  looked  like  snow  on  the 
mountain  tops;  at  10  P.M.  up  with  Cape  Diego,  in  sight;  at  the  end  of  the  day  in  the  straits;  weather 
getting  fair  ;  wind  strong  at  N.  W. 

June  12.  Straits  of  Lc  Maire.  Barometer,  30.20;  temperature  of  air,  41°;  of  water,  40°.  Winds: 
W.N.  W.,  S.  S.  W.,  W.  N.  W.  At  2  A.M.  well  through  the  straits;  wind  now  strong,  having  just  had 
doldrums  and  an  agitated  sea  ;  sea  probably  effect  of  currents  ;  doldrums,  of  high  lands.  At  4  A.  M.  wind 
increasing;  7  hours  30  min.  A.  M.  wind  S.  S.  W.,  wore  to  the  westward;  hail  showers.  At  10  A.  M.  bore 
up  for  straits ;  strong  gale  and  snow  squalls ;  rough  sea ;  moderating  towards  the  latter  }>art ;  at  end 
standing  back;  strong  N.  E.  current. 

June  13.  Off  west  end  of  Staten  Land.  Current,  N.  N.  E.  Barometer,  30.05;  temperature  of  air,  39°; 
of  Avater,  42°.  Winds:  W.,  AA^. N.  W.,  N.  AA"".  Strong  breezes  and  fresh  gales.  At  noon,  standing 
through  the  straits  again;  wind  veering  northward;  barometer,  8  A.  AL,  29.50.  At  4  P.M.  Cape 
Good  Success  AA^. N.  W.  0  miles;  wind  N.  AA^.,  and  iucreasing;  10,  moderating;  barometer  falling.  At 
midnight,  quite  moderate  and  civereast. 

June  14.  Capo  Horn,  N.  AV.,  20  miles.  Barometer,  29.20 ;  temperature  of  air,  38° ;  of  water,  41°. 
Winds  :  IS.,  S.,  S.  S.  W.  At  4  A.  M.  kept  up  for  the  cape  ;  heavy  westerly  swell.  At  8  A.  Al.  cape,  snow 
covered,  W.  N.  AA^.  20  miles;  wind  light.  At  noon,  calm,  dark,  and  cloudy.  At  1  P.M.  rain}- ;  wind 
south ;  barometer,  28.90 ;  en<ls  with  an  unsteady  breeze  and  snow  squalls. 

June  15.  S.  AV.  part  Hermit  Island,  N.  AV.  8  miles.  Barometer,  29.20;  temperature  of  air,  32°;  of 
water,  42°.  AVinds:  S.  W.,  S.  S.  AV.,  S.  First  and  middle  part,  strong  breezes;  snow  squalls  throughout. 
Barometer,  at  noon,  29.70. 

June  10.     Diego  Ramirez,  W.  U)  miles.     Barometer,  29.70;  temperature  of  air,  32°;  of  water,  42° 


CAPE   HORN  TRACKS.  633 

"Winds :  S.  S.  E.,  S.  E.,  S.  At  8  A.  M.  Cape  Horn,  N.  ^Y.  12  miles ;  ice  and  snow  on  deck,  cloudy  ;  G  P.  'SL 
nearly  calm  ;  at  9  P.  M.  wind  strong,  with  snow  squalls,  which  last  throughout. 

June  17.  Lat.  55°  45'  S.  (D.  R.);  long.  69°  35'  W.  (D.  R.)  Barometer,  30.30 ;  temperature  of  air,  38° ; 
of  water,  42°.  Winds :  S.,  S.  W.,  W.  S.  W. ;  fresh  breezes,  with  snow  and  rain.  At  8  A.  M.  Isle  Ildefonso, 
N.  E.  by  i\'.  10  miles;  at  4  P.M.  near  the  west  end  of  Hoste  Island — rough,  rugged,  snow-covered,  fire- 
rent  hills  and  mountains.     Barometer,  at  sunset,  30.70. 

June  18.  Lat.  56°  05'  S.  (D.  R.);  long.  69°  45'  W.  (D.  R.)  Barometer,  30.40;  temperature  of  air, 
38°;  of  water,  42°.  Winds:  W.N.  W.,  N.  W.  by  N.,  N.  N.  W.;  strong  and  increasing  gales,  with  occa- 
sional rain. 

June  19.  Lat.  56°  19'  S.  (D.  R.);  long.  72°  52'  W.  (D.  R.)  Barometer,  29.70;  temperature  of  air, 
40°.  Winds:  N.  W.,  N.  W.,  X.  W.  to  W.;  fresh  gales,  with  rain  squalls.  Ends,  strong  gales.  No  cur- 
rent noticed  since  leaving  the  straits. 

June  20.  Lat.  56°  41'  S.  (D.  R.);  long.  73°  32'  W.  (D.  R.)  Barometer,  29.40;  temperature  of  air, 
39°;  of  water,  40°.  Winds:  W.  N.  W.,  N.  W.  by  W.,  N.  W.  Commences  fresh  breezes,  and  rainy; 
middle,  strong;  latter,  cloudy;  6  P.  M.  barometer  29.00;  moderating. 

June  21.  Lat.  58°  21'  S  ;  long.  74°  35'  W.  (D.  R.)  Barometer,  28.95 ;  temperature  of  air,  39° ;  of 
water,  40°.  Showery  during  the  forenoon;  wind  rising.  Ends,  fresh  breezes  and  rainy;  sea  rough;  there 
may  be  some  ctirrent  with  the  wind,  as  an  indifferent  observation  differs  one  degree  from  account. 

June  22.  Lat.  57°  50'  S.;  long.  79°  13'  W.  Barometer,  28.90;  temperature  of  air,  40°;  of  water, 
39°.  Winds :  N.  N.  W.,  N.  N.  W.,  N. ;  cloudy  and  rain}-  at  iuterv^als ;  latter  part,  wind  light.  Barometer, 
lower  than  it  has  been  at  any  time  before. 

June  23.  Lat.  57°  49'  S. ;  long.  81°  00'  W.  Barometer,  28.90 ;  temperature  of  air,  38° ;  of  water, 
39°.  Winds:  W.  N.  W.,  N.  W.,  N.  N.  E. ;  cloudy  and  rainy  at  times.  First  and  middle  parts,  light  to 
moderate ;  latter,  fresh  and  squally,  with  snow.     Wind  veered  to  N.  W.  at  end  of  day. 

June  24.  Lat.  57°  09'  S.  (D.  R.) ;  long.  82°  30'  W.  (D.  R.)  Winds :  N.  W.  by  N.,  N.  N.  E.,  S.  First 
part,  moderate ;  middle,  strong,  with  snow  squalls.  Weather,  broken ;  from  2  to  8  P.  M.  calm ;  at  that 
time  a  strong  southerly  wind.     Barometer,  28.60,  and  commenced  rising.     Ends  with  snow  squalls. 

June  25.  Lat.  55°  00'  S.;  long.  83°  28'  W.  Barometer,  29.00;  temperature  of  air,  36°;  of  water, 
40°.  Winds:  S.,  S.,  W.  N.  W.  First,  strong  gales  from  south;  middle,  decreasing;  latter,  varying 
between  S.  W.  by  W.,  and  W.  N.  W.,  with  occasional  snow  squallg. 

June  26.  Lat.  53°  15'  S.;  long.  82°  50'  W.  Barometer,  29.40;  temperature  of  air,  38°;  of  water, 
41°.  Winds:  N.  W.,  W.  S.  W.,  N.  N.  W.;  wind  strong  at  times,  and  varying  from  W.  S.  W.  to  N.  W., 
with  some  rain  and  snow. 

June  27.  Lat.  52°  45'  S.  (D.  R.);  long.  83°  41'  W.  (D.  R.)  Barometer,  29.50;  temperature  of  air, 
37°;  of  water,  41°.  Winds:  N.,  N.,  N.  N.  W. ;  unsteady  winds,  with  hail  and  snow;  now  a  storm,  and 
then  a  calm.     Ends,  very  heavy  squalls,  but  altogether  moderating. 

June  28.  Lat.  52°  25'  S. ;  long.  85°  21'  W.  Barometer,  29.30 ;  temperature  of  air,  40°  ;  of  water,  41°. 
80 


634  THE   WIND   AND   CUKRKNT   CUARTS. 

Win<ls:  N.  calm  S.  E. ;  at  4  A.  M.  calm;  decks  coated  witli  ice.     First  part,  light  winds;  middle  and  latter, 
calm  and  increasing  S.  E.  breezes.     Barometer  up  and  down  ,\|.     Ends  rainy. 

June  29.  Lat.  50°  28'  S. ;  long.  85°  11'  W.  Barometer,  29.50 ;  temperature  of  air,  38°  ;  of  water,  42°. 
Winds :  E.  S.  E.,  S.  E.,  S.  S.  E.  First  laalf,  increasing  breeze ;  drizzly  rain;  latter  strong,  inclining  southerly; 
occasional  hail  squalls.  

Shiji  Jolm  Land  (Peleg  Ilowes,)  Boston  to  San  Francisco,  fifty-three  days  out. 

June  14.  Lat.  50°  39'  S. ;  long.  64°  02'  W.  Barometer,  28.8  ;  temperature  of  air,  46°  ;  of  water,  44°. 
Winds:  N.  W.,  N.  W.,  N.  W.     Heavy  gales. 

June  15.  Lat.  53°  03'  S. ;  long.  62°  60'  W.  Barometer,  28.9  ;  temperature  of  air,  46° ;  of  water,  44°. 
Winds :  W.  N.  W.,  S.  W.,  S.  W.     First,  heavy  gales ;  second,  hail  and  snow ;  third  squally. 

June  16.  Lat.  53°  50'  S. ;  long.  61°  53'  W.  Current,  E.  N.  E.,  1  knot  per  hour.  Barometer,  29.2  ; 
temperature  of  air,  39°  ;  of  water,  40°.     Winds :  S.  W.,  S.  S.  W.,  S.  S.  W.     Strong  gales. 

June  17.  Lat.  54°  20'  S.;  long.  63°  35'  W.  Current,  E.  by  N.,  *  knot  per  hour.  Barometer,  28.8; 
temperature  of  air,  39° ;  of  water,  40°.     Winds :  S.  S.  W.,  S.,  S.  S.  W.     Heavy  squalls. 

June  18.  Lat.  54°  27'  S. ;  long.  62°  01'  W.  Current,  E.  by  N.,  \  knot  per  hour.  Barometer,  29.2 ; 
temperature  of  air,  30°  ;  of  water,  42°.     Winds :  S.  S.  W.,  S.  S.  W.,  S.  W.  by  S.     Strong  winds. 

June  19.  Lat.  56°  24'  S.;  long.  65°  20'  W.  Current,  E.  by  N.,  |  knot  per  hour.  Barometer,  29.2 ; 
temperature  of  air,  30° ;  of  Avater,  42°.  Winds :  W.  S.  W.,  W.  S.  W.,  W.  by  S.  Heavy  snow  squalls  and 
sleet. 

June  20.  Lat.  57°  24'  S.;  long.  67°  17'  W.  Current,  E.  by  N.,  \  knot  per  hour.  Barometer,  28.8 ; 
temperature  of  air,  30°  ;  of  water,  42°.     Winds :  W.  by  S.,  W.  by  S.,  W.  N.  W.     Strong  gales. 

June  21.  Lat.  58°  12'  S. ;  long.  70°  27'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.6.  Winds : 
N.  W.  by  N.,  N.  W.  by  N.,  N.  W.  by  N.     Heavy  gales. 

June  22.  Lat.  57°  26'  S.;  long.  75°  10'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.5 ;  temperature 
of  air,  30° ;  of  water,  42°.     Winds :  N.  W.,  N.  W.,  N.  W.     Strong  gales,  with  passing  squalls,  with  snow. 

June  23.  Lat.  57°  24'  S.;  long.  79°  04'  W.  Current,  E.by  N.,  20  miles.  Barometer,  28.6 ;  tempera- 
ture of  air,  30° ;  of  water,  42°.     Winds  :  N.  W.  by  N.  throughout.     Heavy  weather. 

June  24.  Lat.  56°  27'  S.;  long.  80°  33'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.2 ;  tempera- 
ture of  air,  30°  ;  of  water,  42°.     Winds :  W.  S.  W.,  W.  S.  W.,  N.  W.  by  W.     Fresh  breezes. 

June  25.  Lat.  55°  17'  S. ;  long.  80°  33'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.2  ;  tem- 
perature of  air,  30°  ;  of  water,  42.     Winds :  W.  S.  W.  throughout.     Heavy  gales. 

June  26.  Lat.  53°  20'  S. ;  long.  80°  10'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.25 ;  tempera- 
ture of  air,  30° ;  of  water,  42°.     Winds :  W.  by  N.,  W.  K  W.,  N.  W.  by  W.     Heavy  gales ;  snow  and  hail. 

June  27.  Lat.  52°  36'  S.;  long.  80°  35'  W.  Current,  east,  14  miles.  Barometer,  28.9;  temperature 
of  air,  30°  ;  of  water,  42°.  Winds:  N.  W.,  N.  W.,  N.  W.  by  W.  First  part,  fresh  winds;  latter,  strong 
winds,  and  squally. 


CAPE   UOUN   TRACKS.  G35 

Juue  28.  Lat.  52°  10'  S. ;  loug.  83°  32'  W.  Current,  E.  bj^  N.,  14  miles.  Barometer,  28.8.  Winds: 
N.  AV.,  N.  W.,  N.  W.  by  AV.     Strong  breezes,  and  squally. 

June  29.  Lat.  50°  32' S. ;  long.  85°  13' AV.  Current,  E.  N.  E.,  15  miles.  Barometer,  28.9.  Winds: 
N.,  K.  E.,  S.  E.  by  E.     iloderatc  breezes,  and  cloudy. 

Barque  Ellen  Noyes  (F.  A.  Lewis),  Boston  to  San  Francisco,  seventy-five  days  out. 

July  1.  Lat.  50°  4G'  S.;  long.  5-1°  20'  \\ .  Barometer,  29.1;  temperature  of  air,  40°.  AVinds:  W. 
S.  W.  throughout.     Strong  gales,  aud  clear. 

July  2.  Lat.  52°  00'  S.;  long.  5b°  01'  W.  Barometer,  29.0.  AViuds :  W.  S.  W.,  AV.,  AV.  N.  \\. 
Fresh  gales,  and  cloudy. 

July  3.  Lat.  53°  26'  S. ;  long.  56°  50'  W.  Barometer,  28.9.  Winds :  N.  W.,  N.  AY.,  AV.  S.  W. 
Gales,  and  cloudy. 

July  4.  Lat.  54°  40'  S.;  long.  57°  57'  AT.  Barometer,  28.4.  Winds:  N.  AV.,  variable,  variable. 
Gales  and  squally,  with  snow. 

July  5.  Lat.  54°  44'  S. ;  long.  58°  00'  AV.  Barometer,  29.0 ;  temperature  of  air,  25 ;  of  water,  38°. 
AVinds  :  variable  throughout.     Heavj^  snow  squalls. 

July  6.  Lat.  55°  20'  S.;  long.  57°  00'  AV.  Barometer,  29.0;  temperature  of  air,  25°  ;  of  water,  38°. 
AVinds :  variable  throughout.     Snow  squalls. 

July  7.  Lat.  55°  15'  S.;  loug.  59°  00'  AV.  Barometer,  29.3;  temperature  of  air,  2S°;  of  water,  37°. 
Winds :  variable  throughout.     Snow  squalls. 

July  8.  Lat.  55°  20'  S.;  long.  61°  20'  AA^.  Barometer,  29.14;  temperature  of  air,  29°.  Winds: 
variable  from  E.  to  S.  S.  AV.,  ^vith  snow  squalls. 

July  9.  Lat.  54°  51'  S.;  long.  62°  15'  W.  Barometer,  29.6;  temperature  of  air,  29°.  AA'iuds:  vary- 
ing from  E.  to  S.  S.  AV.,  with  snow  squalls. 

July  10.  Lat.  54°  48'  S. ;  long.  62°  40'  W.  Barometer,  29.6  ;  temperature  of  air,  30°.  Winds:  vari- 
able throughout.     Light  winds,  and  clear. 

July  11.  Lat.  56°  08'  S.;  long.  64°  20'  AV.  Barometer,  29.4;  temperature  of  air,  30°.  AA'inds:  vari- 
able throughout.     Strong  N.  E.  gales,  and  cloudy. 

July  12.  Lat.  58°  01'  S.;  long.  71°  51'  AV.  Barometer,  29.6;  temperature  of  air,  32°.  AVinds: 
N.  E.,  jST.  E.,  N.  W.     Strong  gales  and  squally. 

July  13.  Lat.  57°  48'  S.;  loug.  70°  40'  AV.  Barometer,  29.6.  AVinds:  AV.S.AV.,  W.  S.  AV.,  S.  W. 
by  W.     Strong  gales  and  squally. 

July  14.  Lat.  58°  25'  S. ;  long.  72°  06'  W.  Barometer,  29.6.  Winds :  variable  throughout.  Light 
winds  and  pleasant. 

July  15.  Lat.  58°  17'  S. ;  long.  72°  46'  W.  Barometer,  29.6 ;  temperature  of  air,  33°.  AVinds  :  vari- 
able, calm,  calm,  light  and  baffling ;  second  and  third,  calm. 


636  THE  WIND  AND  CUERENT  CHARTS. 

July  16.  Lat.  57°  55'  S. ;  long.  7-i°  21'  W.  Barometer,  29.6 ;  temperature  of  air,  33°.  Winds :  vari- 
able tbroughout.     Light  airs.  .   Current,  E.,  one  knot  per  hour. 

July  17.  Lat.  57°  50'  S. ;  long.  74°  15'  W.  Barometer,  29.1 ;  temperature  of  air,  35°.  Winds :  calm, 
calm,  S.  W.     First  and  second  calm ;  third,  fresh  and  squally.     Current,  E.,  one  knot  per  hour. 

July  18.  Lat.  56°  01'  S.;  long.  76°  15'  W.  Barometer,  29.1;  temperature  of  air,  32°.  Winds: 
N.  W.,  W.,  W.     Fresh  breezes  and  squally. 

July  19.  Lat.  53°  28'  S.;  long.  78°  30'  W.  Barometer,  29.7;  temperature  of  air,  35°.  Winds:  W., 
S.  W.,  S.  S.  W.     Fresh  breezes  and  squally. 

July  20.  Lat.  52°  01'  S. ;  long.  78°  31'  W.  Barometer,  30;  temperature  of  air,  35°.  Winds:  S. 
tbroughout.     Light  winds  and  foggy. 

July  21.  Lat.  50°  02'  S. ;  long.  78°  11'  W.  Barometer,  30.  Winds  :  S.,  S.E.,  N.  E.  Strong  wiud.s 
and  foggy,  with  light  rain. 

Shrp  White  Squall  (Samuel  Kenned)'),  Philadelphia  to  San  Francisco,  fifty-seven  days  out. 

July  5,  1852.  Lat.  50°  21'  S.;  long.  63°  55'  W.  Current,  KKE.,  30  miles.  Barometer,  29.00  ; 
temperature  of  air,  12° ;  of  water,  11°.     Winds :  N".  W.,  N.  N.  E.,  N.     Cloudy,  with  rain. 

July  6.  Lat.  51°  32'  S.;  long.  61°  35'  W.  Current,  N.  E.,  30  miles.  Barometer,  29.01;  temperature 
of  air,  40°;  of  water,  40°.     Winds:  N.  E.,  N.  W.,  N.E.     Moderate  and  cloudy. 

July  7.  Lat.  54°  25'  S.;  long.  63°  00'  W.  Barometer,  29.40;  temperature  of  air,  39°;  of  water,  39°. 
Winds :  N.  E.,  K  E.,  E.  N.  E.     Moderate  and  cloudy. 

July  8.  Lat.  55°  24'  S. ;  long.  63°  19'  W.  Barometer,  29.10  ;  tenqierature  of  air,  32°  ;  of  water,  36°. 
Wind:  baffling  from  N.  E.  to  E.  S.  E.     Cloudy,  with  snow,  aud  rain ;  calm  at  times. 

July  9.  Lat.  55°  50'  S.;  long.  65°  00'  W.  Barometer,  29.55;  temperature  of  air,  33°;  of  water,  37°. 
Winds  :  E.  N.  E.,  E.  N.  E.,  N. ;  nearly  calm  all  day ;  snow,  hail,  and  rain. 

July  10.  Lat.  56°  00'  S.;  long.  66°  30'  W.  Barometer,  29.78 ;  temperature  of  air,  36° ;  of  water,  38°. 
Winds :  cahn,  throughout.     Thick  fog.     4  days,  current,  N.  E.,  101  miles. 

July  11.  Lat.  56°  40'  S. ;  long.  67°  40'  W.  Current,  E.  N.  E.,  31  miles.  Barometer,  29.53  ;  tempera- 
ture of  air,  36°;  of  water,  38°.     Winds:  calm,  N.,  N.  W.     At  times  calm  and  fog. 

July  12.  Lat.  58°  17'  S. ;  long.  70°  19'  W.  Current,  E.  by  S.,  41  miles.  Barometer,  29.60 ;  tem- 
perature of  air,  35°;  of  water,  41°.     Winds:  N.  W.,  W.,  W.     Squally,  hail,  and  rain. 

July  13.  Lat.  58°  42'  S. ;  long.  72°  32'  W.  Barometer,  29.26 ;  temperature  of  air,  30° ;  of  water,  40°. 
Winds :  N.  W.  to  N.  N.  AV".,  N.  W.  to  S.  W.,  calm.     First  and  second  parts,  heavy  squalls  ;  third,  calm. 

July  14.  Lat.  57°  59'  S.;  long.  75°  53'  W.  2  days,  current,  E.  by  N.,  92  miles.  Barometer,  29.21 ; 
temperature  of  air,  29°;  of  water,  35°.  Winds:  calm,  E.,  E.  N".  E.  First,  calm;  second  and  third,  mode- 
rate and  snow. 

July  15.  Lat.  55°  37'  S. ;  long.  78°  32'  W.  Current,  N.  E.,  32  miles.  Barometer,  29.46 ;  temperature 
of  air,  25° ;  of  water,  32°.     Winds:  S.  S.  E.,  S.,  S.     Moderate;  latter,  .stormy. 


CAPE    HORN   TRACKS.  637 

July  16.  Lat.  54°  07'  S. ;  long.  80°  33'  W.  Current,  E.  S.  E.,  35  miles.  Barometer,  29.17  ;  tempera- 
ture of  air,  o>S°  ;  of  \vater,  39°.  "Winds:  S.  S.  E.,  N.  S.  W.  First  part,  strong  breezes  and  fine  weather; 
second  part,  blowing  fresh  ;  third  part,  eabn  and  cloudy. 

Jidy  17.  Lat.  53°  33'  S. ;  long.  80°  10'  W.  Current,  E.,  27  miles.  Barometer,  29.08;  temperature 
of  air,  35°  ;  of  water,  35°.     Winds  :  S.  W.,  N.  N.  W.,  N.  W.     Hard  gales. 

July  IS.  Lat.  52°  35'  S. ;  long.  78°  57'  \V.  Current,  S.  E.,  24  miles.  Barometer,  28.93  ;  tempera- 
ture of  air,  37°  ;  of  water,  38°.     Winds :  W.,  W.  S.  W.,  W.  S.  \V.     Fresh  gales  throughout. 

July  19.  Lat.  53°  18'  S.;  long.  79°  20'  W.  ]?arometer,  28.97  ;  tcmpei-aturc  of  air,  37°;  of  water, 
39°.     Winds:  W.,  W.  N.  W.,N.  W.     Heavy  gales  and  scpially.  '    . 

July  20.  Lat.  54°  10'  S. ;  long.  78°  33'  W.  Current,  E.  S.  E.,  36  miles.  Barometer,  29.06 ;  tem- 
perature of  air,  38°  ;  of  water,  11°.  Winds :  N.  W.,  W.  N.  W.,  N.  W.  Heavy  gales ;  lightning,  hail,  and 
rain. 

July  21.  Lat.  53°  32'  S. ;  long.  79°  19'  W.  Current,  S.  E.,  42  miles.  Barometer,  29.28  ;  tempera- 
ture of  air,  36°;  of  water,  40°.  Winds:  W.,  calm,  E.  First,  gale;  middle,  calm;  latter,  blowing  hard; 
snow,  hail,  and  rain. 

July  22.  Lat.  51°  28'  S. ;  long.  81°  45'  W.  Barometer,  28.87  ;  temperature  of  air,  38°;  of  water, 
42°.     Winds:  E.,  S.,  S.  W.     First,  heavy  gales;  second,  tremendous  gales;  third  part,  moderate. 

July  23.  Lat.  48°  51'  S. ;  long.  79°  52'  W.  Current,  S.  S.  E.,  41  miles.  Barometer,  29.60 ;  tempera- 
ture of  air,  38°  ;  of  water,  13°.     Winds  :  W.N.  W.,  W.,  S.  W. ;  moderate  and  plea.saut. 

K  B.  Palmer  (C.  P.  Low),  49  days  out. 

July  10,  1852.  Lat.  48°  47'  S.;  long.  57°  52'  W.  Barometer,  29.90.  Winds:  S.  W.  by  W.,  W.  N. 
W.,  S.  S.  W.     Light  airs,  and  variable,  with  much  snow. 

July  11.  Lat.  51°  54'  S. ;  long.  55°  43'  W.  Barometer,  29.8.  Winds:  S.,  W.  S.  W.,  W.  N.  W. 
Stiff  breezes,  and  cloudy. 

July  12.  Lat.  53°  23'  S.;  long.  55°  04'.  Barometer,  29.2 :  Winds:  W.  S.  W.  Stiff  breezes  and 
cloudy,  hazy  weather. 

July  13.  Lat.  54°  42'  S.;  long.  56°  02'  W.  Barometer,  28.8.  Winds:  N.  N".  W.,  W.  S.  W.,  W.  S. 
W.     First  part,  moderate  topgallant  breeze  ;  middle  and  latter,  gales,  with  heavy  sea. 

July  14.  Lat.  55°  02'  S. ;  long.  56°  51'  W.  Barometer,  29.4.  Winds :  S.  W.,  S.  W.  by  W.,  S. 
Heavy  gales. 

July  15.  Lat.  54°  31'  S. ;  long.  61°  12'  W.  Barometer,  28.8.  Winds :  S.,  W.  N.  W.,  X  W.  Double- 
reefed  topsails,  and  reefed  courses ;  heavy  sea. 

July  16.  Lat.  54°  40'  S. ;  long.  62°  56'  W.  Barometer,  28.8.  Winds :  K  N.  W.,  K  N.  W.,  S.  W. 
by  W.  First  part,  moderate  breezes.  At  10  A.  M.  made  Staten  Land,  bearing  S.  S.  AA'. ;  distant  20  miles. 
Ends  strong  gales. 


638  TnE  WIND  AND  CURRENT  CHARTS. 

July  17.  Lat.  56°  41' S.;  long.  66°00' W.  Barometer,  29.G.  Wind:  W.  S.  W.  First  part,  under 
close  reefs;  euds,  under  double  reefs. 

July  18.  Lat.  50°  35'  S.;  long.  6S°  00'  W.  Barometer,  29.2.  Winds:  W.  N.  W.,  N.  N.  E.,  N.  N. 
E.     Under  double  reefs ;  Cajae  Ilorn  bearing  north,  by  compass,  36  miles  distant. 

July  19.  Lat.  57°  IS'  S. ;  long.  69°  30'  W.  Barometer,  29.6.  Winds :  W.  N.  W.,  W.  by  N.,  W. 
First  part,  heavy  gales,  with  heavy  sea ;  middle,  close  reefs ;  latter,  single  reefs. 

July  20.  Lat.  57°  40'  S. ;  long.  72°  82'  W.  Barometer,  29.6.  Winds :  S.  S.  E.,  S.,  S.  S.  W.  Single 
reefs,  with  top-gallant  sails. 

July  21.  Lat.  56°  21'  S.;  long.  73°  47'  W.  Barometer,  2S.5.  Winds:  S.  S.  E.,  S.  S.  W.,  S.  S.  W. 
First  part,  very  heavy  suow  squalls  from  the  south ;  middle  and  latter,  close  reefs. 

July  22.  Lat.  55°  20'  S.;  kmg.  77°  30'  W.  Barometer,  29.2.  Winds:  N.  E.,  N.,  N.  W.  First, 
moderate  breezes  and  cloudy ;  euds,  double  reefed  to2:)sail  breeze. 

July  23.  Lat.  54°  44'  S.;  long.  78°  04'  W.  Winds:  N.  N.  W.,  W.,  W.  Stiff  double-reefed  topsail 
breeze.  . 

July  24.  Lat.  52°  58'  S. ;  long.  78°  04'  ^Y.  Barometer,  29.6.  Winds :  W.,  AY.  S.  W.,  S.  W.  First 
part,  double  reefs ;  middle,  close  reefs ;  latter,  heavy  gales,  with  hail  and  snow. 

July  25.  Lat.  51°  46'  S. ;  long.  76°  50'  W.  Barometer,  29.6.  Winds:  S.  S.  W.,  W.  N.  W.,  W.  N. 
W.     First  part,  heavy  gales ;  middle  and  latter,  more  moderate. 

July  26.  Lat.  50°  33'  S. ;  long.  77°  34'  W.  Barometer,  29.6.  Winds :  W.  N.  W.,  W.,  W.  by  N. 
First  part,  stiff  gale ;  ends,  single  reefs. 

July  27.  Lat.  50°  42'  S.;  long.  77°  38'  W.  Barometer,  29.2.  Winds:  N.  W.,  N.  N.  W.,  W.  S.  W. 
First  part,  heavy  gale ;  at  6  P.  M.  hove  to  under  close-reefed  main  topsail,  &c. 

July  28.  Lat.  51°  03'  S.;  long.  77°  25'  W.  Barometer,  29.2.  Winds:  W.  S.  W.,  W.,  W.  First 
part,  heavy  gale,  with  very  dangerous  sea ;  middle,  heavy  rain  squalls ;  ends  more  moderate. 

July  29.  Lat.  50°  07'  S.;  long.  77°  47'  W.  Barometer,  29.6.  Winds:  S.  W.,  N.  N.  W.,  N.  N.  W. 
Stiff  breezes  ;  first  part  squally. 

July  30.  Lat.  50°  03'  S. ;  long.  79°  18'  W.  Barometer,  29.2.  Winds :  N.  K  W.,  W.  N.  W.,  W.  N. 
W.     Commences  calm  and  cloudy,  then  heavy  gales ;  middle  part,  gales ;  latter,  single-reefed  topsails. 

/S'Ay)  Flying  Cloud  (Josiah  P.  Creesy),  New  York  to  San  Francisco,  forty-seven  days  out. 

July  19,  1853.  Lat.  49°  39'  S. ;  long.  66°  17'  W.  Winds :  calm,  N.,  N.  Mostly  calm  thick  weather ; 
sometimes  rain. 

July  20.  Lat.  54°  25'  S. ;  long.  65°  00'  W.  Winds  :  E.  K  E.,  E.  N.  E.,  N.  E.  First  part,  light ;  second 
part,  moderate  and  sleet ;  third  part,  hard  gale,  with  snow  squalls. 

July  21.  Lat.  54°  02'  S. ;  long.  65°  00'  W.  Winds:  N.E.,  N.  E.,  S.E.  Hard  gales,  with  suow  and 
rain. 


CAPE   HORX   TRACKS.  689 

July  22.  Lat.  5-1°  41'  S. ;  long.  64°  50'  TV.  Winds :  E.  S.  E.,  S.  E.  by  S.,  E.  nard  gales,  with  sleet 
and  snow. 

July  23.  Lat.  56°  04'  S. ;  long.  68°  16'  W.  AVinds:  E.,  E.,  E.  Moderate;  passed  tlirougli  Strains 
of  Lc  Maire;  strong  tide  setting  to  nortliwarel ;  middle,  I'ainy. 

July  24.  Lat.  55°  43'  S. ;  long.  72°  51'  W.  Winds:  E.N.E.,  N.  E.,  N.W.  Light  bree/.es  with 
moderate  snow  squalls.     Latter  part,  clear. 

July  25.  Lat.  53°  36'  S.;  long.  78°  04'  W.  Winds:  N.,  N.,  N.  E.  Moderate  breezes,  with  rain 
and  suow  squalls. 

July  26.  Lat.  50°  57'  S. ;  long.  80°  33'  W.  Winds :  S.,  S.,  S.  W.  First  and  second  part,  light  and 
cloudy;  third,  moderate  and  clear. 

July  27.  Lat.  47°  55'  S. ;  long.  84°  06'  W.  Winds  :  S.  S.  W.,  S.  S.  W.,  S.by  E.  Light  breezes  and 
cloudy. 

Southerner  (E.  Ilooper). 

July  6,  1852.  Lat.  51°  02'  S.  (D.  E.) ;  long.  64°  20  W.  (D.  11.)  Temperature  of  air,  50° ;  of  water, 
48°.  Commences  with  strong  gales  and  clear.  AYind :  S.  E.,  and  inclining  westerly  ;  8  P.  M.  wind  shifted 
S.W. ;  barometer  falling;  middle  and  latter  parts,  moderate  breezes  with  rain;  wind,  W. N.W.  at  noon. 
Barometer  fell  suddenly  from  28.80  to  28.35. 

July  7.  Lat.  50°  36'  S.;  long.  64°  26'  W.  (D.  R.)  Comes  in  with  heavy  gales  and  rain.  At  8  P.  II. 
the  barometer  at  28.10 ;  wore  ship  to  the  westward.  Wind  :  S.  S.  E.,  gale  increasing  at  10  P.  M.  At  2 
A.  M.  the  gale  suddenly  increased  so  much  as  to  knock  the  vessel's  lee  sail  under  water;  run  her  off  before 
the  wind  and  furled  main  topsail,  then  brought  by  and  lay  to  under  storm  sails  ;  sea  rising  fast.  At  4  A.  M. 
wind  increased  to  a  violent  hurricane,  keeping  the  whole  of  the  starboard  side  under  water;  decks  full  up  to 
the  hatches  ;  vessel  laboring  very  much.  Found  it  necessary  for  the  safety  of  the  ship  and  people  to  throw 
overboard  cargo.  Ends  with  a  violent  hurricane ;  the  barometer  at  28.10;  all  hands  engaged  throwing 
overboard  cargo  ;  heavy  sea. 

July  8.  Lat.  50°  03'  S.;  long.  64°  06'  W.  Commences  as  the  last  ended.  The  vessel  laboring  very 
much  and  shipping  heavy  seas;  decks  filled  with  water  fore  and  aft;  still  very  unsafe;  all  hands  still 
throwing  overboard  cargo.  At  11  A.  M.  the  vessel  making  better  weather;  stopped  throwing  overboard 
the  cargo ;  secured  things  about  decks.  Current,  N.  E.,  40  miles  iu  24  hours.  Barometer  commences  to 
rise  at  5  P.  M. ;  at  noon,  barometer,  28.50. 

July  9.  Lat.  50°  34'  S. ;  long.  63°  28'  W.  Barometer,  28.90.  Current,  N.  E.,  40  miles  in  24  hours. 
Commences  with  more  moderate  S.  W.  gales ;  middle  and  latter  })arts,  strong  gales  from  S-  S.  W. 

July  10.  Lat.  51°  21'  S.;  long.  62°  14'  AY.  Barometer,  29.05;  temperature  of  air,  40°;  of  water,  41°. 
Current,  E.  N.  E.,  20  miles.  Commences  with  fresh  S.  S.  AV.  gales  and  squally  ;  middle  and  latter  parts, 
much  the  same.     At  noon,  wind  west. 

July  11.     Lat.  52°  43'  S.;  long.  02°  33'  W.     Barometer  at  noon,  29.30;  temperature  of  air,  42°  ;  of 


640  THE   WIND   AND   CUKRENT   CHARTS. 

water,  40°.  Current,  E.  N".  E.,  24  miles.  Fresli  westerly  gales,  first  and  middle  parts;  latter  part,  moderate 
southerly  winds. 

July  12.  Lat.  54°  07'  S. ;  long.  02°  31'  W.  Barometer,  29.50 ;  temperature  of  air,  45° ;  of  water,  40°. 
Current,  E.  N.  E.,  24  miles.  Comes  in,  with  a  moderate  southerly  wind ;  at  8  P.  M.  wind  west ;  tacked 
south.     Ends  with  a  westerly  breeze  and  clear. 

July  13.  Lat.  (D.  E.)  55°  50'  S. ;  long.  (D.  E.)  64°  08'  W.  Barometer,  28.60;  temperature  of  air, 
46°  ;  of  water,  40°.  Current,  E.  N.  E.,  30  miles.  First  part,  wind  west  and  moderate ;  middle  part,  fresh 
gales  and  clear  ;  latter  part,  heavy  gales  and  cloudy.     Ends  with  the  wind  at  N.  W. 

July  14.  Lat.  57°  03'  S. ;  long.  65°  53'  W.  Barometer  at  noon,  28.50,  and  rising;  temperature  of 
air,  42°  ;  of  water,  40°.  Current,  N.  E.  by  E.,  24  miles.  Commences  with  strong  N.  W.  gales,  with  rain  ; 
middle  part,  more  moderate;  latter  part,  fresh  gales  at  S.  S.  W.  with  squalls  of  snow  and  hail. 

July  15.  Lat.  56°  30'  S.;  long.  67°  01'  W.  Barometer  at  noon,  29.40;  temperature  of  air,  34°;  of 
water,  40°.  Current,  E.  N.  E.,  20  miles.  Commences  with  strong  gales,  and  passing  squalls,  of  hail  and 
snow.    Barometer  rising  fast ;  middle  part,  a  light  south  wind  and  clear;  latter  part,  a  moderate  S.  W.  wind. 

July  16.  Lat.  (D.  E.)  57°  11'  S. ;  long.  (D.  E.)  69°  59'  W.  Barometer  at  noon,  28.08;  temperature 
of  air,  38°  ;  of  water,  40°.  Current,  E.  N.  E.,  2  miles  per  hour.  Comes  in  moderate  and  clear.  Wind  : 
W.  S.  W.  inclining  northerly.  At  3  P.  M.  saw  Cape  Horn,  bearing  per  compass,  W.  IST.  W.  distant  about 
25  miles ;  at  4  P.  M.  tacked  south,  and  hauled  by  the  wind,  to  double  the  cape  as  sharp  as  possible ;  middle 
part,  fresh  N.  W.  winds  and  clear;  latter  part,  strong  gales,  with  a  heavy  cross  sea;   wind  N.  N.  W. 

July  17.  Lat.  57°  11'  S. ;  long.  70°  34'  W.  Barometer  at  noon,  28.90 ;  temperature  of  air,  36°  ;  of 
water,  41°.  Current,  E.  N.  E.,  2  miles  per  hour.  Commences  with  a  strong  increasing  gale,  from  N.  N.  W. 
inclining  to  west.      Barometer,  28.45  ;  moderating  during  the  night ;  latter  part,  fresh  gales  from  W.  S.  W. 

July  18.  Lat.  (D.  E.)  58°  01'  S.;  long.  (D.  E.)  72°  48'  W.  Barometer  at  noon,  28.60,  and  foiling. 
First  part,  fresh  W.  S.  W.  winds,  with  occasional  squalls  of  snow,  rain,  and  hail;  middle  part,  moderate 
and  clear ;  latter  part,  strong  N.  N.  W.  gales ;  lying  to.  .    . 

July  19.  Lat.  (D.  E.)  58°  20'  S. ;  long.  (D.  E.)  72°  14'  W.  Barometer  at  noon,  28.50 ;  temperature  of 
air,  46° ;  of  water,  41°.  Commences  with  heavy  N.  N.  W.  gales ;  2  P.  M.,  barometer,  28.50,  and  at  6  P. 
M.,  28.20;  middle  part,  strong  gales,  with  rain;  midnight,  barometer  rising;  latter  part,  moderate  N.  W. 
gales,  and  cloudy. 

July  20.  Lat.  (D.  E.)  58°  10'  S;  long.  74°  37'  W.  Barometer,  28.50;  temperature  of  air,  40;  of 
water,  41°.  Commeuces  with  strong  gales  and  overcast;  middle,  light  E.  S.  E  winds,  and  thick  weather; 
latter,  fresh  S.  E.  gales ;  hail,  snow,  and  rain. 

July  21.  Lat.  57°  51'  S.;  long.  77°  24'  W.  Temperature  of  air,  44°;  of  water,  40°.  Commences 
with  strong  S.  E.  gales,  with  snow  ;  middle  and  latter  parts,  moderate  S.  E.  winds,  with  snow ;  barometer 
at  noon,  28.94. 

July  22.  Lat.  (D.  E.)  57°  18' S. ;  long.  (D.  E.)  80°  40'  W.  Barometer  at  noon,  28.70,  and  rising ;  temper- 
ature of  air,  42°  ;  of  water,  41°.     First  ))art,  light  bafiling  winds,  and  flying  clouds;  middle  part,  fresh  N. 


CAPE    HORN   TRACKS.  641 

N.  E.  gales,  with  snow ;  latter  part,  frcsli  N.  N.  W.  gales,  with  rain ;  at  noon,  wind  shifted  to  S.  S.  W. ;  cur- 
rent, during  the  last  three  days,  E.  N.  E.,  70  miles. 

July  23.  Lat.  56°  50'  S.;  long.  82°  11'  W.  Barometer  unsteady;  temperature  of  air,  -11°;  of  water, 
41°.  Current,  26  miles,  E.  N.  E.  First  part,  light  S.  S.  W.  wind  ;  at  8  P.  M.  it  shifted  to  N.  N.  W.,  and 
blew  a  gale,  with  rain  and  snow. 

July  24.  Lat.  55°  32'  S. ;  long.  83°  05'  W.  Barometer  at  noon,  28.20;  temperature  of  air,  40  ;  of 
water,  41°.  Commenees  with  fresh  westerly  gales,  with  snow  squalls ;  at  8  P.  M.  the  wind  shifted  to  E.  S. 
E. ;  barometer  falling  to  28.00 ;  during  the  night,  heavy  gales  and  squally ;  4  A.  M.  barometer  rose  to 
28.25  ;  latter  part,  moderating  gales,  and  clear. 

July  25.  Lat.  54°  27'  S.;  long.  81°  37'  W.  Barometer  at  noon,  28.10;  temperature  of  air,  40°  ;  of 
water,  41°.  Current,  E  N.  E.,  2  miles  per  hour.  First  part,  moderate  N.  W.  gales,  and  squally ;  middle 
part,  strong  westerly  gales;  barometer  fell  during  the  night,  to  27.00,  and  at  8  A.  M.  rose  to  28.10;  wind 
shifted  to  S.  "\V.,  and  blew  strong,  with  snow  squalls. 

July  20.  Lat.  (D.  E.)  52°  27'  S. ;  long.  (D.  E.)  81°  00'  W.  Barometer  at  noon,  29.80  ;  temperature 
of  air,  41° ;  of  water,  42°.  First  part,  strong  W.  S.  W.  gales,  with  heavy  squalls  of  wind,  hail,  and  snow; 
middle  and  latter  parts,  more  moderate  ;  at  8  A.  M.  wind  hauled  to  N.  W. ;  ends  light  breezes,  with  over- 
cast sky. 

July  27.  Lat.  53°  10'  S. ;  long.  81°  31'  W.  Barometer  at  noon,  27.97;  temperature  of  air,  43°;  of 
water,  42°.  Commences  with  moderate  breezes,  and  cloud}^.  At  3  P.M.  wind  N.  N.  W. ;  tacked  to  the 
westward.  Barometer  falling.  At  8  P.  M.  blowing  a  hard  gale,  with  heavy  squalls;  lying  to.  Ends  with 
violent  gales,  and  tremendous  squalls  of  wind,  hail,  and  rain  from  N.  N.  W. 

July  28.  Lat.  52°  13'  S.;  long.  81°  12'  W.  Barometer  at  noon,  28.77  ;  temperature  of  air,  48°;  of 
water,  44°.  First  part,  heavy  gales,  with  squalls  of  wind  and  hail;  at  4  P.  M.  the  wind  hauled  to  west; 
wore  to  the  north;  at  8  P.  M.  the  barometer  rose  0.2.  Jliddle  and  latter  parts,  fresh  W.  S.  "\V.  gales,  with 
snow  and  hail  squalls. 

July  29.  Lat.  50°  59'  S.;  long.  79°  19'  W.  Barometer  at  noon,  29.10;  temperature  of  air,  46° ;  of 
water  44°.  First  part,  fresh  west  gales ;  at  8  P.  M.  barometer  commenced  rising ;  middle  and  latter  parts, 
light  breezes,  and  fine,  clear  weather. 

July  30.  Lat.  50°  55'  S. ;  long.  80°  15'  W.  Barometer  at  noon,  28.88 ;  temperature  of  air,  50°  ;  of 
water,  45°.  First  part,  light  N.  W  winds,  and  clear  ;  at  2  P.  M.  tacked  west ;  at  8  P.  M.  strong  gales  which 
continued  from  N.  N.  W. ;  at  8  A.  M.  the  wind  moderating  at  west;  ends  with  fine  weather. 

July  31.  Lat.  50°  00'  S.;  long.  78°  10'  W.  Barometer  at  noon,  28.95;  temperature  of  air,  52°;  of 
water,  46°.  Commences  with  moderate  N.  W.  winds  ;  middle  part,  strong  gales ;  at  4  A.  M.  tremendous 
heavy  gales ;  lying  to  under  storm  fore  and  aft  sails.  Barometer  in  this  case  gave  no  warning.  Ends  with 
a  more  moderate  wind  at  west. 

Aug.  1.     Lat.  50°  23'  S. ;  long.  78°  38'  W.     Barouieler  at  noon,  28.90.     Commences  with  moderate 
81 


642  THE  WIND  AND  CURRENT  CHARTS. 

west  gales ;  at  4  P.  M.  wind  hauling  northward ;  wore  ship  to  S.  W. ;  middle  and  latter  parts,  heavy  gales ; 
lying  to  under  storm  sails. 

Ship  Levanter  (Wm.  A.  FoUansbee),  New  York  to  San  Francisco,  eighty-one  days  out. 

July  14.  Lat.  48°  25'  S. ;  long.  64°  46'  W.  Current,  easterly,  1|-  knot  per  hour.  Barometer,  29.4; 
temperature  of  air,  47°;  of  water,  45°.     "Winds:  W.  by  N.,  W.  J  N.,  W.  i  S.     Moderate  and  pleasant. 

July  15.  Lat.  50°  33'  S. ;  long.  64°  10'  W.  Current,  1^-  knot.  Barometer,  29;  temperature  of  air, 
44°  ;  of  water,  45°.  Winds  :  W.  N.  W.,  \N .  N.  AV.,  S.  W.  by  W.  First  and  second  parts,  moderate  ;  third 
part,  gale. 

July  16.  Lat.  50°  23'  S.;  long.  65°  21'  W.  Current,  S.E.,  f  knot.  Barometer,  29.4;  temperature 
of  air,  38°;  of  water,  44°.  Winds:  S.  AV.  by  W.,  S.  W.,  S.  W.  First  part,  moderate;  second  and  third 
pai'ts,  hard  gale,  with  snow  squalls. 

July  17.  Lat.  53°  15'  S.;  long.  64°  56'  W.  Barometer,  29.1;  temperature  of  air,  40°;  of  water, 
42°.  Winds:  W.  N.  W.  to  K  W.,  S.  W.,  S.  W.  First  part,  fresh;  second  part,  gale;  third  part,  strong 
and  squally. 

July  18.  Lat.  54°  40'  S. ;  long.  none.  Barometer,  28.8 ;  temperature  of  air,  45° ;  of  water,  42°. 
Winds :  AV.  S.  AA^.,  W.  N.  AV.,  N.  AV".     Fresh  breezes  and  thick ;  passed  through  the  Straits  of  Le  Maire. 

July  19.  Lat.  50°  08'  S. ;  long.  65°  30'  AV.  Barometer,  29.8 ;  temperature  of  air,  41°  ;  of  water,  41°. 
AViuds :  AV.  to  AV.  S.  AV.,  calm  and  AV.,  AV.  N.  AV.     Strong  gales  and  heavy  squalls. 

July  20.  Lat.  56°  44'  S. ;  long.  67°  22'  AV.  Barometer,  29.2  ;  temperature  of  air,  42° ;  of  water,  43°. 
AVinds  :  AV.,  N.  N.  AV.,  N.  N.  AV.     First  part,  fresh  breezes ;  second  and  third  parts,  strong  gales. 

July  21.  Lat.  (D.  E.)  57°  10'  S.;  long.  67°  56'  W.  Barometer,  29.4;  temperature  of  air,  38°;  of 
Avater,  42°.     AVinds :  N.  N.  AV.,  AV.  N.  AV.  to  W.,  S.  AV.     Hard  gales ;  ends  calm. 

July  22.  Lat.  57°  32'  S. ;  long.  69°  16'  AV.  Barometer,  28.5  ;  temperature  of  air,  38°  ;  of  water,  41°. 
AVinds :  calm,  E.  N.  E.,  E.  N.  E.  to  N.  AV.,  E.  N.  E.  to  S.  S.  W.  First  part,  calm ;  second  part,  moderate ; 
third  part,  hard  gales  and  snoAV. 

July  28.  Lat.  (D.  R.)  58°  21'  S.;  long.  09°  40'  W.  Barometer,  28.5;  temperature  of  air,  38°;  of 
water,  41°.     AVinds :  S.  S.  AV.,  W.  S.  AV.  to  AV.  N.  AV.,  N.  AV.  by  W.     Hard  gales  and  heavy  snow  squalls. 

July  24.  Lat.  (D.  E.)  58°  30'  S.;  long.  69°  10'  W.  Barometer,  28.9;  temperature  of  air,  36°;  of 
water,  40°.  AVinds:  S.  S.  AV.,  AV.  S.  AV.  to  S.  W.,  S.  AV.  to  AV.  S.  AV.  Hard  gales  and  heavy  snow  squalls; 
calm  for  10  minutes. 

July  25.  Lat.  (D.  E.)  58°  40'  S. ;  long.  67°  09'  AV.  Barometer,  29.2 ;  temperature  of  air,  25° ;  of 
water,  39°.     AVinds:  S.  AV.  throughout.     Hard  gales;  third  part,  moderate. 

July  26.  Lat.  (D.  R.)  58°  08'  S. ;  long.  67°  34'  AV.  Barometer,  29.1 ;  temperature  of  air,  30° ;  of 
water,  40°.  AVinds:  S.  W.,  calm,  E.,  calm.  First  part,  moderate;  second  part,  calm;  third  ]iart,  light  airs 
and  calm,  snowing. 

July  27.     Lat.  50°  31'  S.;  long.  73°  OS'  AV.     Barometer,  29.07;  temperature  of  air,  28°;  of  water. 


CAPE    HORN   TRACKS.  643 

40°.  AViiids:  S.  E.,  S.  to  S.  E.,  S.  to  S.  E.  First  part,  light  air.s;  second  and  third  jiarts,  fresh,  and  snow 
squalls. 

July  28.  Lat.  (D.  R.)  55°  31'  S. ;  long.  77°  ^Y.  Barometer,  30.1 ;  temperature  of  air,  38° ;  of  water, 
41°.  Winds:  S.  E.  to  S.,  S.  E.,  S.  to  W.  N.  W.  Eirst  and  second  part.?,  moderate  and  pleasant;  third 
part,  light  airs  and  calm. 

July  29.  Lat.  53°  45'  S.;  long.  79°  83'  W.  Barometer,  30.2;  temperature  of  air,  40°;  of  water, 
42°.     Winds:  W.  N.  W.,  W.  K  W.  to  W.,  W.     Fresh  breezes  and  squalls  of  rain. 

July  30.  Lat.  52°  26'  S.;  long.  79°  55'  W.  Barometer,  30.1 ;  temperature  of  air,  40°  ;  of  water,  43°. 
Winds:  W.,  W.,  W.     Fresh  breezes  and  rain  squalls,  and  misty  all  day. 

July  31.  Lat.  (D.  R.)  50°  07'  S.;  long.  81°  04'  W.  Barometer,  30.2  ;  temperature  of  air,  44°;  of 
water,  44°.     Winds :  W.  S.  W.,  S.  W.  l)y  W.,  W.  by  S.  to  W.     Moderate  breezes  and  fog  showers. 

Aug.  1.  Lat.  48°  37'  S. ;  long.  82°  00'  W.  Barometer,  30.1 ;  temperature  of  air,  48°  ;  of  water,  46°- 
Winds:  W.  by  S.,  W.  S.  W.  to  S.  W.,  S.  to  S.  W.     i[oderate  breezes  and  foggy ;  latter,  nearly  calm. 

JSliza  Mallory  (John  E.  Williams). 

July  30, 1852.  Lat.  50°  38' S. ;  long.  62°  34' W.  Barometer,  29.8  ;  temperature  of  air,  46°.  Winds: 
S.  S.  E.,  E.,  N.  E.     First  part,  calm,  and  light  winds;  middle  and  latter,  strong.     Barometer,  going  down. 

July  31.  Lat.  53°  34'  S.;  long.  64°  41'  W.  Barometer,  29.3;  temperature  of  air,  40°.  Wind: 
N.  N.  E. ;  strong  breezes,  cloudy,  thick  and  rainy. 

Aug.  1.  Lat.  54°  36'  S.;  long.  63°  15'  W.  Barometer,  29.3;  temperature  of  air,  40°.  Winds:  N. 
W.  to  W.,  W.,  W.  First  part,  strong  breezes  from  N.  W.,  and  thick;  middle,  wind  shifting  to  west, 
cleared  up;  blowing  strong  gale.     At  8  A.  M.  made  Staten  Land;  unsettled  glass,  going  up  and  down. 

Aug.  2.  Lat.  54°  31' S.;  long.  65°  40'  AV.  Barometer,  29.02;  temperature  of  air,  40°.  Winds: 
N.  AY.,  N.  N.  AA''.,  N.  N.  AY.  First  part,  strong  gale ;  at  6  P.  M.  passed  close  to  Cape  St.  John ;  heavy 
squalls  ofl'  the  land ;  latter  part,  squalls  not  so  heavy ;  at  daylight,  made  Terra  del  Fuego. 

Aug.  3.  Lat.  56°  00' S. ;  long,  not  observed.  Barometer,  29.2;  temperature  of  air,  42°.  AYinds : 
N.  N.  AA^.,  N.  First  part,  strong  gale ;  middle,  heavy  squalls,  with  snow ;  latter,  pleasant.  At  noon,  about 
20  miles  east  of  Cape  Horn. 

Aug.  4.  No  observations.  Barometer,  29.05;  temperature  of  air,  37°.  AYinds:  N.,  AA".,  AY.  First 
part,  moderate  and  pleasant ;  at  5  P.  M.  Cape  Horn  bore  north,  distant  about  five  miles ;  at  8  P.  M.  heavy 
bank  coming  up  from  the  west,  and  barometer  going  down;  at  midnight,  close-reefed ;  latter  part,  hail 
squalls.     At  7  A.  M.  made  the  Diego  Rocks. 

Aug.  5.  Lat.  57°  28'  S.;  long.  69°  00'  AY.  Barometer,  29.1:  temperature  of  air,  38°.  AYind:  AY. 
N.  AY.  First  part,  strong  gale,  with  hail  squalls;  middle,  more  moderate;  latter  part,  moderating;  under 
topgallant-sails. 

Aug.  6.     Lat.  57°  02'  S.;  long.  70°  51'  AY.     Barometer,  29.00;  temperature  of  air,  40°.     Winds: 


644  "    THE  WIND  AND  CURRENT  CHARTS. 

N.  W.,  N".,  N.  N.  E.  First  part,  strong  breezes  and  rain  squalls.  Ends,  liglit  and  bafHing ;  heavy  sea  from 
west ;  weather  looks  bad. 

Aug.  7.  Lat.  56°  04'  S.;  long.  72°  30'  W.  Barometer,  29.5;  temperature  of  air,  36°.  Winds:  S., 
S.  W.,  S.  "W.  First  part,  light ;  middle,  hail  and  snow  squalls — under  close  reefs ;  latter  part,  more  mode- 
rate j  made  sail. 

Aug.  8.  No  observation.  Barometer,  29.3 ;  temperature  of  air,  38°.  Winds :  W.  to  W.  N.  W., 
N.  W.,  N.  First  part,  strong  breezes,  and  baffling.  Barometer,  going  down ;  at  3  P.  M.  it  stood  at  28.85. 
Ends,  witli  snow  and  rain — double  I'eefs.  ■  ■ 

Aug.  9.  Lat.  54°  30'  S.;  long.  78°  36'  W.  Barometer,  29.5;  temperature  of  air,  34°.  Winds: 
N.  W.,  S.  W.,  S.  W.  First  jiart,  all  sorts  of  weather — fog,  rain,  and  calm,  with  heavy  sea  from  N.  W.; 
middle  part,  strong  gale ;  latter,  more  moderate,  but  still  squally. 

Aug.  10.  No  observation.  Barometer,  30.2;  temperature  of  air,  34°.  Winds:  S.  W.,  S.  W.,  E. 
First  part,  strong  breezes,  with  snow  and  hail  squalls;  middle,  moderate  breezes,  and  baffling;  latter, 
moderate  and  cloudy.     The  weather  changes  very  quick  about  here;  from  all  sail  to  close  reefs. 

Aug.  11.  Lat.  48°  38'  S.;  long.  83°  25'  W.  Barometer,  29.8;  temperature  of  air,  44°.  Winds:  E. 
N.  E.,  E.  N.  E.,  N.  E.  First  part,  strong  breezes ;  middle  part,  same ;  barometer  going  down  fast ;  latter, 
strong  and  hazy :  heavy  sea  from  the  north. 

Ship  Pelican  State  (S.  Weeks),  Philadelphia  to  San  Francisco,  76  days  out. 

July  30.  Lat.  50°  30'  S. ;  long.  64°  45'  W.  Barometer,  30°  03' ;  temperature  of  air,  41°  ;  of  water, 
43°.     Winds:  calm;  S.  W.,  S.  W.     First  part,  calm;  second  part,  moderate ;   third  part,  fresh  breeze. 

July  31.  Lat.  51°  17'  S.;  long.  66°  00'  W.  Barometer,  30;  temperature  of  air,  41°;  of  water,  42°. 
Winds:  W.  S.  W.,  S.  W.,  W.  S.  W.     Fresh  breezes  and  pleasant. 

Aug.  1.  Lat.  52°  58'  S.;  long.  66°  10'  W.  Barometer,  29.7;  temperature  of  air,  42°;  of  water,  42°. 
Winds :  W.  S.  AV".  throughout.     Strong  gales  and  squally.     Barometer  falling. 

Aug.  2.  Lat.  54°  18°  S. ;  long.  65°  35'  W.  Barometer,  29.8 ;  temperature  of  air,  42°  ;  of  water,  42°. 
Winds:  S.  W.,  K,  N.  W.     First  part,  moderate  weather,  dark  and  cloudy. 

Aug.  3.  Lat.  55°  00'  S.;  long.  63°  32'  W.  Barometer,  29.5;  temperature  of  air,  38° ;  of  water,  42°. 
Winds:  N.  W.,  S.  W.,  S.  W.  First  part,  moderate.  Should  have  gone  through  Straits  of  Le  Maire,  but 
wind  contrary,  south,  and  night  coming  on,  thought  it  prudent  to  go  round  Staten  Land.  Third  part, 
gales  with  squalls  of  hail  and  snow.     Current,  E.  N.  E.,  15  miles. 

Aug.  4.  Lat.  55°  30'  S. ;  long.  63°  32'  W.  Barometer,  29.8;  temperature  of  air,  30° ;  of  water,  41°. 
Winds :  S.  S.  W.,  S.  S.     Heavy  gales  with  squalls  of  snow  and  hail.     Current,  E.  N.  E.,  36  miles. 

Aug.  5.  Lat.  55°  50'  S.;  long.  64°  00'  ^Y.  Barometer,  30.2  ;  temperature  of  air,  31°;  of  water,  40°. 
Winds :  S.,  S.,  S.  S.  E.     Strong  gales  and  dark  cloudy  weather.     Current,  E.  N.  E.,  30  miles. 

Aug.  6.     Lat.  55°  25'  S. ;  long.  64°  20'  W.     Barometer,  30.3 ;  temperarure  of  air,  33°  ;  of  water,  41°. 


CAPE   HORN   TRACKS.  645 

"Winds:  S.  S.  E.  throughout.  First  part,  strong  winds  and  heavy  squalls  of  snow.  Second  part,  strong 
gales.     Third  part,  moderate.     Strong  current  setting  northward  at  E.N.  E.  40  miles. 

Aug.  7.  Lat.  55°  25'  S. ;  long.  63°  45'  W.  Barometer,  30.3;  temperature  of  air,  33°  ;  of  water,  35°. 
Winds :  S.,  S.,  S.  W. ;  moderate  snow  squalls  and  cloudy. 

Aug.  8.  Lat.  56°  40'  S. ;  long.  63°  40 '  W.  Barometer,  30.1 ;  temperature  of  air,  38°  ;  of  water,  35°. 
Winds:  S.  W.  throughout;  moderate  and  dark  cloudy  weather.     Current,  E.,  20  miles. 

Aug.  9.  Lat.  57°  00'  S.;  long.  63°  00'  W.  Barometer,  29.5;  temperature  of  air,  38°;  of  water,  35°. 
Winds:  S.  W.,  W.  N.  W.,  W.  N.  W. ;  moderate.    Second  part,  light ;  third  part,  calm.  Current,  E.,  20  miles. 

Aug.  10.  Lat.  57°  18'  S. ;  long.  63°  30'  W.  Barometer,  29.5 ;  temperature  of  air,  41°  ;  of  water,  42°. 
Winds:  N.  W.,  calm,  calm.  First  part,  light  airs  and  dark  cloudy  weather;  second  part,  calm  and  baf- 
fling ;  third  part,  calm.     Current,  E.  N.  E.,  20  miles. 

Aug.  11.  Lat.  57°  10'  S. ;  long.  66°  33'  W.  Barometer,  29.5  ;  temperature  of  air,  41° :  of  water,  42°. 
Winds:  E.N.  W.  First  part,  light  airs  and  dark  cloudy  weather ;  second  part,  balUing ;  third  part,  light 
breezes.     Current,  E.,  25  miles. 

Aug.  12.  Lat.  57°  40'  S. ;  long.  68°  30'  W.  Barometer,  29.8 ;  temperature  of  air,  35° ;  of  water,  38°. 
Winds :  W.  S.  W.,  W.  S.  W.,  E.  First  and  second  parts,  fresh  breezes  and  rainy ;  third  part,  light  winds 
and  cloudy ;  strong  tide  rips.     Current,  E.  by  N.,  35  miles. 

Aug.  13.  Lat.  56°  49'  S. ;  long.  73°  20'  W.  Barometer,  29.5 ;  temperature  of  air,  42°  ;  of  water,  40°. 
Winds :  N.  E.,  N.  E.,  N.  N.  E.  First  part,  light  airs ;  second  part,  moderate ;  third  part,  fresh  breezes. 
Current,  E.  by  N.,  30  miles. 

Aug.  14.  Lat.  55°  57'  S. ;  long.  75°  53'  W.  Barometer,  29.3 ;  temperature  of  air,  44°  ;  of  water,  40°. 
Winds :  N.  E.,  N.  E.,  N.  N.  E.  First  part,  fresh ;  second  part,  light  and  bafQing,  and  cloudy ;  third  part, 
light  winds.     Current,  E.,  15  miles. 

Aug.  15.  Lat.  55°  44'  S.;  long.  76°  30'  W.  Barometer,  29;  temperature  of  air,  45°  ;  of  water,  42°. 
Winds:  E.,  calm,  calm.  First  part,  light  winds  and  cloudy;  second  and  third  parts,  calm.  Current,  E., 
15  miles. 

Aug.  16.  Lat.  54°  08'  S. ;  long.  78°  45'  W.  Barometer,  28.5  ;  temperature  of  air,  46° ;  of  water,  43°. 
Winds :  E.,  S.  E.,  S.  First  part,  light  airs ;  second  part,  fresh  and  squally,  witli  snow ;  third  part,  light 
airs.     Current,  E.,  20  miles. 

Aug.  17.  Lat.  53°  48'  S. ;  long.  80°  45'  W.  Barometer,  29.3  ;  temperature  of  air,  45°  ;  of  water,  43°. 
Winds:  S.,  S.,  S.  First  part,  light  airs ;  second  and  third  parts,  fresh  gales  and  rainy.  Current,  E.,  20 
miles. 

Aug.  18.  Lat.  53°  20'  S. ;  long.  82°  00'  W.  Barometer,  29.00 ;  temperature  of  air,  42° ;  of  water, 
40°.  Winds  :  variable,  variable,  calm.  First  and  second  variable  ;  third,  from  calms  to  strong  gales,  and 
fine  weather  to  squalls  of  snow  and  rain.     Current,  E.,  20  miles. 

Aug.  19.     Lat.  51°  16'  S. ;  long.  83°  30'  W.     Barometer,  29.3 ;  temperature  of  air,  41° ;  of  water,  42°. 


6-16  THE   WIND    AND   CURRENT   CHARTS. 

"Winds :   calm,  S.  W.,  S.  W.     First  part,  calm ;  second,  fresli  southwest  gales  with  squalls  of  snow  and  hail; 
third,  moderate.     Current,  E.  S.  E.,  30  miles. 

Aug.  20.  Lat.  48°  10'  S. ;  long.  84°  30'  W.  Barometer,  30.00 ;  temperature  of  air,  46° ;  of  water, 
48°.  Wind :  S.  W.  throughout.  Fresh  gales  with  heavy  squalls  of  wind,  rain,  hail,  and  snow.  Current, 
S.  E.,  20  miles. 

SJirp  White  SwaUoiu  (F.  W.  Lovett),  Boston  to  San  Francisco,  eighty-six  days  out. 

Aug.  21,  1853.  Lat.  49°  33'  S. ;  long.  62°  55'.  Barometer,  20.40 ;  temperature  of  air,  33°  ;  of  water, 
at  surface,  32°;  at  10  feet  below  surface,  35°.  Winds:  W.,  S.,  S.  Fresh  breezes  and  pleasant.  At  10, 
wind  changed  to  south  in  a  squall,  and  blew  a  gale  for  the  remainder  of  the  day.     Hail  and  snow. 

Aug.  22.  Lat.  50°  40'  S.;  long.  63°  50'  W.  Barometer,  29.40  ;  temperature  of  air,  40°  ;  of  water, 
85°  ;  do.  36°.     Winds  :  S.  W.,  W.  N.  W.,  W.  N.  W.     Fresh  gales ;  cloudy  and  cold. 

Aug.  23.  Lat.  53°  15'  S. ;  long.  62°  46'  W.  Barometer,  29.25  ;  temperature  of  air,  41° ;  of  water, 
34°  ;  do.  35°.     Winds :  W.,  W.  S.  W.,  W.  S.  W.     Strong  gales ;  middle  and  latter,  more  moderate. 

Aug.  24.  Lat.  55°  38'  S. ;  long.  61°  46'  W.  Barometer,  28.67;  temperature  of  air,  37°;  of  water, 
34° ;  do.  35.     Winds  :  W.,  N.  E.,  W.     Fir.st  part,  fresh  breezes  ;  middle  and  latter,  strong  gales. 

Aug.  25.  'Lat.  55°  42'  S. ;  long.  60°  42'  W.  Barometer,  28.38 ;  temperature  of  air,  29°  ;  of  water, 
38°;  do.  37.  Winds:  W.  by  S.,  W.S.  W.,  S.  W.  First  part,  gales  with  had  and  snow;  middle,  more 
moderate  ;  latter,  light  breezes.     Heavy  westerly  swell. 

Aug.  26.  Lat.  56°  29'  S. ;  long.  62°  56'  W.  Barometer,  28.67 ;  temperature  of  air,  38° ;  of  water, 
36°  ;  do.  37°.  Winds:  S.,  N. E.,  W.  All  kinds  of  weather;  middle,  light  and  calm;  latter,  strong  gale 
with  hail  and  snow.  ■  ■ 

Aug.  27.  Lat.  56°  16'  S. ;  long.  63°  33'  W.  Barometer,  28.63  ;  temperature  of  air,  38°;  of  water, 
36°;  do.  37°.  Winds:  AV.,  calm,  8.  W.  Commences  fresh  gale ;  middle,  quite  moderate  ;  latter,  calm  and 
thick ;  snow  storm. 

Aug.  28.  Lat.  56°  14'  S.;  long.  65°  10'  W.  Barometer,  29.50.  Temperature  of  air,  39°;  of  water, 
37°;  do.  37°.     AVinds:  calm,  AV.,  N.  AY.     Commences  light  airs  and  snow;  middle,  light;  ends  same. 

Aug.  29.  Lat.  57°  00' S.;  long.  67°  40' A\^.  No  observation.  Barometer,  29.07 ;  temperature  of  air, 
40° ;  of  water,  38° ;  do.  38°.  AVinds:  N.  AY.,  AY.  N.  AY.,  N.  E.  Commences  fresh  breezes;  middle,  wind 
working  southerly  with  rain ;  latter,  N.  E.  to  N.  AY.;  moderate  and  raining. 

Aug.  30.  Lat.  57°  40'  S.;  long.  70°  30'  AY.  Barometer,  28.65;  temperature  of  air,  41°;  of  water, 
39°  ;  do.  38°.     AYinds :  N.  AY.,  N.  AY.,  AY.  N.  AY.     Fresh  breezes  and  raining. 

Aug.  31.  Lat.  58°  42'  S. ;  long.  71°  41'  AY.  Current,  east,  36  miles.  Barometer,  28.40 ;  temperature 
of  air,  40° ;  of  water,  38° ;  do.  37°.  AYinds :  AY.  N.  AY.,  AY.  N.  AY.,  N.  N.  AY.  Strong  breeze,  heavy 
squalls,  with  snow  and  hail ;  midnight,  moderate. 

Sept.  1.     Lat.  59°  18' S. ;  lt)ng.  73°  11' AY.     Strong  easterly  current.     Barometer,  28.30 ;  temperature 


CAl'E   HORN   TRACKS.  647 

of  air,  40° ;  of  water,  88°  ;  do.  37°.     Winds :  W.  N.  W.,  W.  N.  W.,  N.  N.  K.     Fresh  breezes  and  squally, 
with  snow  and  hail. 

Sept.  2.  Lat.  58°  32'  S. ;  lonj^.  74°  00'  W.  Current,  cast,  strong.  Barometer,  2.S.;J7 ;  temperature  of 
air,  40°;  of  water,  39°;  do.  37°.  Winds:  N.  N.  E.,  W.,  S.  S.  E.  Commences  light  breezes,  and  snow; 
middle,  light ;  ends  good  breeze. 

Sept.  3.  Lat.  55°  24'  S. ;  long.  7G°  15'  W.  Current,  east,  li  knots  per  hour.  Barometer,  29.05 ; 
temperature  of  air,  39°  ;  of  water,  38°;  do.  38°.  Winds:  S.,  S.  W.,  W.  Fine  breeze.  During  the  last 
four  da3\s  we  have  had  an  easterly  eurrent,  from  1  to  li  knot  per  hour. 

Sept.  4.  Lat.  54°  27'  S.;  long.  76°  25'  W.  Current,  east,  1  knot  per  hour.  Barometer,  29.05;  tem- 
perature of  air,  40°  ;  of  water,  39°;  do.  38°.  Winds:  W.,  W.  N.  W.,  N.  W.  Commences  fresh  breezes, 
and  cloudy ;  ends  heavy  gales  and  squally,  with  hail,  rain,  and  snow. 

Sept.  5.  Lat.  52°  57'  S. ;  long.  76°  22'  W.  Barometer,  29.10 ;  temperature  of  air,  41°  ;  of  water,  40° ; 
do.  38°.  Winds:  N.  W.,  W.  N.  W.,  W.  N.  W.  Strong  gales,  with  hail  and  snow;  middle,  more 
moderate. 

Sept.  6.  Lat.  49°  52'  S. ;  long.  79°  29'  W.  Barometer,  29.50 ;  temperature  of  air,  44°  ;  of  water,  43° ; 
do.  42°.  Winds:  W.  N.  W.,  S.  W.,  S.  W.  Strong  breeze,  with  heavy  squalls,  with  rain  and  hail;  at  4 
r.  M.  wind  hauled  to  S.  W.  in  a  squall,  and  lasted  strong  throughout  the  day. 

Ship  Corinne  (John  K.  Stickney),  New  York  to  San  Francisco,  ninety-two  days  out. 

July  29.  Lat.  49°  09'  S.;  long.  64°  52'  W.  Current,  west,  half  knot  per  hour.  Barometer,  30.26; 
temperature  of  air,  37°;  of  water,  43°.  Winds:  S.  to  S.  E.,  calm,  calm.  First  part,  sijually,  and  fresh 
winds ;  second  and  third,  light  airs  and  calm. 

July  30.  Lat.  51°  11'  S. ;  long.  64°  52'  W.  Barometer,  30.03 ;  temperature  of  air,  39°  ;  of  water,  42°. 
Winds:  S.  by  W.,  S.  W.,  W.  S.  W.  First,  light  airs  and  cloudy;  second  and  third,  moderate  and 
pleasant. 

July  31.  Lat.  52°  35'  S.;  long.  65°  00'  W.  Barometer,  29.77;  temperature  of  air,  41°;  of  water, 
41°.  Winds:  W.  by  S.,  S.  W.  by  W.,  S.  W.  by  W.  First,  moderate;  second,  hard  gales;  third,  mode- 
rate. 

Aug.  1.  Lat.  54°  23'  S. ;  long.  64°  03'  W.  Barometer,  29.50 ;  temperature  of  air,  40° ;  of  water,  42°. 
Winds :  S.  W.  throughout.     First,  moderate  ;  second,  suddenly  a  furious  gale ;  third,  hard  gale. 

Aug.  2.  Lat.  54°  33'  S. ;  long.  63°  50'  W.  Barometer,  29.60 ;  temperature  of  air,  39°  ;  of  M-ater, 
42°.  Winds :  S.  W.,  W.  S.  W.,  W.  N.  W.  First,  hard  gales ;  second,  same ;  third,  more  moderate,  and 
thick  weather. 

Aug.  3.  Lat.  56°  21'  S.;  long.  63°  08'  W.  Barometer,  29.20;  temperature  of  air,  35°;  of  water, 
36°.  Winds:  W.  S.  W.  to  W.,  S.  W.  by  W.,  S.  W.  by  W.  First,  fresh  breezes  and  thick ;  second,  light 
breezes  and  thick  ;  third,  strong  breezes,  with  squalls  of  sleet  and  snow. 

Aug.  4.     Lat.  56°  25'  S. ;  long.  63°  24'  W.     Barometer,  29.92 ;  temperature  of  air,  26°  ;  of  water,  34°. 


648  THE  WIND  AND  CUKRENT  CHARTS. 

"Winds :  S.  by  W.,  S.  S.  E.,  S.  S.  E.     First  part,  fresh  gale  and  thick  snow ;  second,  hard  gale,  with  heavy- 
squalls  of  sleet  and  snow  ;  third,  moderating. 

Aug.  5.  Lat.  56°  40'  S. ;  long.  66°  17'  W.  Barometer,  30.30 ;  temperature  of  air,  34°  ;  of  water,  40°. 
Winds :  S.  S.  E.  to  S.,  S.  S.  E.,  S.  S.  E.  to  S.  First  part,  fresh  gales  and  frequent  snow  squalls;  second, 
moderating ;  third,  moderate  and  cloud}^ 

Aug.  6.  Lat.  56°  57'  S. ;  long.  66°  22'  W.  Barometer,  30.38 ;  temperature  of  air,  33°  ;  of  water,  41°. 
'Winds  :  S.  S.  E.  to  S.  S.  W.  throughout ;  winds  variable,  with  frequent  squalls  of  suow  and  sleet. 

Aug.  7.  Lat.  50°  40'  S. ;  long.  65°  50'  W.  Barometer,  30.10 ;  temperature  of  air,  34° ;  of  water,  39°. 
AVinds:  S.  to  S.  S.  W.,  S.  W.,  S.  W.  by  W.;  fresh  and  flawy,  also  cloudy. 

Aug.  8.  Lat.  58°  49'  S. ;  long.  66°  06'  W.  Current,  N.  E.  strong,  rate  not  ascertained.  Barometer, 
29.86;  temperature  of  air,  36°;  of  water,  37°.  Winds:  S.  W.,  S.  W.  by  W^.,  W.  by  S. ;  squally  and 
cloudy. 

Aug.  9.  Lat.  60°  07'  S. ;  long.  68°  06'  AV.  Current,  E.  N.  E.,  1  mile  per  hour.  Barometer,  29.54 ; 
temperature  of  air,  36°;  of  water,  81°.  AVinds:  W.,  W.,  W.  S.  AV. ;  moderate,  with  frequent  squalls  of 
sleet  and  snow,  and  drizzling  rain. 

Aug.  10.  Lat.  59°  42'  S. ;  long.  69°  11'  AV.  Current,  easterly.  Barometer,  29.55;  temperature  of 
air,  34°  ;  of  water,  37°.  AVinds:  W.  S.  AV.,  S.  AV.  to  AV.  S.  AV.,  S.  S.  AV.  to  S.  S.  E. ;  light,  variable  winds, 
and  calms ;  squalls  of  snow  and  sleet. 

Aug.  11.  Lat.  59°  39'  S. ;  long.  71°  05'  W.  Current,  for  56  hours,  N.  87°  E.,  54  miles.  Barometer, 
29.56 ;  temperature  of  air,  34°  ;  of  water,  38°.  AVinds:  S.  E.  by  S.,  S.  E.  by  E.,  E.  First  part,  light  airs; 
second,  moderate  ;  third,  fresh  and  cloudy. 

Aug.  12.  Lat.  58°  25'  S. ;  long.  76°  18'  AV.  Current,  easterly.  Barometer,  29.72;  temperature  of 
air,  33°;  of  water,  39°.  Winds:  E.,  E.,  E.  to  N.  E.  First  part,  fresh,  with  snow  squalls;  second,  mode- 
rate, with  snow ;  third,  fresh  snow  squalls  and  sleet. 

Aug.  13.  Lat.  57°  09'  S. ;  long.  78°  00'  AV.  Current,  for  48  hours,  S.  71°  E.,  42  miles.  Barometer, 
29.35;  temperature  of  air,  40°;  of  water,  40°.  Winds:  N.  N.  E.  to  calm,  N.  E.  do.  First  part,  strong, 
and  rainy;  calm  for  a  few  moments;  second,  light  airs;  third,  moderate,  and  drizzling  rain. 

Aug.  14.  Lat.  55°  27'  S.;  long.  81°  30'  W.  Current,  S.  17°  E.,  29  miles.  Barometer,  28.85;  tem- 
perature of  air,  38°  ;  of  water,  40°.  AVind  :  N.  E.  throughoixt.  First  and  second  parts,  fresh  breezes  and 
thick  weather ;  third,  light  airs  and  calms,  thick  fog. 

Aug.  15.  Lat.  54°  23'  S. ;  long.  83°  10'  AV.  Barometer,  29.07  ;  temperature  of  air,  40°  ;  of  water, 
40°.  AVinds :  N.  E.,  calm  and  baffling,  S.  S.  E.  First,  light  breezes  and  dense  fog  ;  second,  calm  and  baf- 
fling airs ;  third,  gentle  breezes. 

Aug.  16.  Lat.  53°  37'  S. ;  long.  83°  46'  W.  Barometer,  29.22  ;  temperature  of  air,  37°  ;  of  water, 
40°.     AVinds :  S.  S.  E.,  S.  AV.  to  N.  AV.,  S.  W.  to  N.  AV.     Light  variable  breezes ;  latter,  squalls  of  rain. 

Aug.  17.  Lat.  52°  38'  S. ;  bug.  84°  14'  AV.  Barometer,  29.03  ;  temperature  of  air,  42° ;  of  water,  41°. 
AVinds  :  W.  to  AV.  N.  AV.,  AV.  N.  AV.  to  N.  N.  AV.,  W.  to  W.  N.  AV.     Fresh  breezes  and  squally  weather. 


CAPE   nORN  TRACKS.  649 

Aug.  18.  Lat.  52°  00'  S. ;  long.  84°  13'  W.  Barometer,  28.85  ;  temperature  of  air,  40 ;  of  water,  41°. 
Winds :  W.  N.  W.,  W.  N.  W.,  W.  N.  W.  to  W.  S.  W.  First,  fresh  and  sciually ;  second,  fresh  gales,  squally 
^vith  sleet  and  rain  ;  third,  fresh  breezes  and  squally. 

Aug.  19.  Lat.  50°  12'  S.;  long.  84°  40'  W.  Barometer,  29.45 ;  temperature  of  air,  40°;  of  water, 
42°.     Winds:  S.  W. by S.  throughout.     Strong  gales;  heavy  squalls  of  snow  and  hail. 

"Your  Sailmr/  Directions,  with  the  accompanying  Charts,  contain  much  valuable  information,  and  I 
would  recommend  them  to  every  shipmaster,  in  whatever  trade  he  may  be,  with  regard  to  doubling  Cape 
Horn.  I  should  prefer  running  down  between  the  parallels  of  58°  and  00°,  rather  than  contend  with  adverse 
winds,  heavy  sea,  and  strong  easterly  currents,  between  58°  and  the  cape.  I  experienced  smooth  sea,  good 
weather,  and  easterly  winds,  while  other  ships  2°  or  3°  N.  of  me  were  lighting  westerly  gales,  and  had  a 
much  stronger  easterly  set." 

Ship  Wild  Ranger  (J.  Henry  Sears),  Boston  to  San  Francisco,  sixty  days  out. 

Aug.  20,  1853.  Lat.  51°  00'  S.;  long.  62°  00'  W.  Barometer,  29.50;  temperature  of  air,  36°;  of 
water,  36°.     Winds:  S.  W.,  W.  S.  W.,  W.  S.  W.     Moderate  breezes  and  pleasant. 

Aug.  21.  Lat.  51°  40'  S.;  long.  63°  10'  W.  Barometer,  29.95;  temperature  of  air,  31°;  water,  32°. 
Wind:  S.  S.  W.  throughout.  First  part,  light  winds ;  at  4  P.  M.  made  Cape  Percival  (Falkland  Islands);  at 
8  P.  M.  violent  squall  from  S.  S.  E. ;  ends  moderate. 

Aug.  22.  Lat.  54°  25'  S. ;  long.  63°  50'  W.  Barometer,  29.60 ;  temperature  of  air,  34°  ;  of  water, 
35°.     AVinds :  W.  S.  W.,  S.  W.,  S.  W.     Strong  breezes  and  squally ;  snow  and  hail. 

Aug.  23.  Lat.  55°  00'  S. ;  long.  04°  00'  W.  Northerly  current.  Barometer,  29.30 ;  temperature  of 
air,  32°;  of  water,  34°.  Wind :  S.  W.  throughout.  At  1  P.  M.  made  east  end  of  Staten  Land,  bearing  S. 
J  W. ;  strong  gales,  and  heavy  snow  squalls. 

Aug.  24.  Lat.  56°  00'  S.;  long.  64°  20'  W.  Current,  N.  E.,  IJ  knot  per  hour.  Barometer,  28.40; 
temperature  of  aif,  29°;  of  water,  31°.  Winds:  W.  N.  W.,  S.  W.,  S.  W.  At  6  P.  M.  Staten  Land  bore 
W.  N.  W.  25  miles ;  strong  gales  from  S.  W. 

Aug.  25.  Lat.  55°  23'  S. ;  long.  63°  30'  W.  Current,  east,  2  knots  per  hour.  Barometer,  28.80 ; 
temperature  of  air,  28° ;  of  water,  30°.  Winds :  S.  W.,  S.  W.,  S.  S.  W.  Strong  gales  and  heavy  snow 
squalls ;  ends  more  moderate. 

Aug.  26.  Lat.  56°  08'  S.;  long.  62°  40'  W.  Current,  east,  3  knots  per  hour.  Barometer,  28.10; 
temperature  of  air,  27° ;  of  water,  27°.  Winds :  S.  by  W.,  N.  W.,  W.  S.  W.  Commences  moderate  breezes 
and  cloudy ;  midnight,  fresh  breezes,  squally  weather ;  ends  a  heavy  gale. 

Aug.  27.  Lat.  56°  20'  S.;  long.  63°  00'  W.  Current,  same.  Barometer,  28.30;  temperature  of  air, 
30° ;  of  water,  32°.     Winds :  W.  S.  W.,  S.  W.,  W.  S.  W.     Commences  heavy  gales ;  ends  more  moderate. 

Aug.  28.     Lat.  56°  28'  S. ;  long.  64°  00'  W.     Current,  east,  IJ  knot  per  hour.     Barometer,  28.60 ; 
temperature  of  air,  36°;  of  water,  34°.     Winds:  calm,  S.  W.,  N.  W.     First  and  middle  parts,  light  and 
calm ;  ends  moderate ;  cloud}^,  with  rain. 
82 


650-  THE  WIND  AND  CURRENT  CHARTS. 

Aug.  29.  Lat.  56°  53'  S. ;  long.  G7°  -iS'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.85 ; 
temperature  of  aii',  38°  ;  of  water,  30°.  Winds:  W.,  calm,  N.  W.  First  and  middle,  light  airs  and  calm  ; 
ends  fresh  breezes,  thick  and  rainy. 

Aug.  30.  Lat.  57°  30'  S. ;  long.  70°  22'  W.  Current,  same.  Barometer,  28.80 ;  temperature  of  air, 
41°  ;  of  water,  39°.     Winds:  W.  N.  W.,  W.  N.  W.,  W.  N.  W.     Strong  breezes  and  rainy. 

Aug.  31.  Lat.  58°  23' S.;  long.  72°  17' W.  Current,  same.  Barometer,  28.80;  temperature  of  air, 
36°;  of  water,  37°.     Winds:  W.  N.  W.,  W.,  W.     Strong  gales,  and  squally;  snow. 

Sept.  1.  Lat.  51°  17'  S.;  long.  73°  20'  W.  Current,  same.  Barometer,  28.75;  temperature  of  air, 
34° ;  of  water,  36°.     Winds :  W.  N.  W.,  N.  W.,  N.  W.     Fresh  breezes  and  squally. 

Sept.  2.  Lat.  56°  55'  S.;  long.  73°  40'  W.  Current,  east,  28  miles.  Barometer,  28.80;  temperature 
of  air,  36°  ;  of  water,  36°.     AViuds :  W.,  W.  N.  W.,  W.  N.  AV.     Strong  breezes  and  squally. 

Sept.  3.  Lat.  54°  38'  S. ;  long.  76°  20'  AV.  Current,  east,  29  miles.  Barometer,  29.40 ;  temperature 
of  air,  35° ;  of  water,  34°.     AVinds:  AV.  S.  AV.,  S.  AV.,  W.     Strong  breezes,  and  heavy  snow  squalls. 

Sept.  4.  Lat.  53°  41'  S. ;  long.  77°  14'  W.  Barometer,  29.50;  temperature  of  air,  36° ;  of  water,  35°. 
AVinds:  AV.  S.  W.,  S.  AV.,  AV.  N.  AV.     Strong  breezes  and  squally. 

Sept.  5.  Lat.  52°  15'  S.;  long.  77°  42'  W.  Current,  south,  12  miles.  Barometer,  29.80;  temperature 
of  air,  39°;  of  water,  37°.  Winds:  W.  N.  W.,  AV.  S.  W.,  AV.  Fresh  breezes  and  squalls  of  hail  and 
rain  ;  hope  I  am  most  clear  of  bad  weather,  and  worse  winds. 

Sept.  6.  Lat.  49°  21'  S.;  long.  80°  55' AV.  Current,  south,  12  miles.  Barometer,  29.95 ;  tempera- 
ture of  air,  43°  :  of  water,  40°.  AVinds  :  W.  S.  AV.,  S.  W.,  S.  Fresh  breezes,  with  squalls  of  hail  and  rain  ; 
latter  part,  wind  hauling  to  south ;  first  fair  wind  for  a  month. 

"San  Francisco,  October  25,  1853. 

"I  followed  your  track  to  the  equator  for  July,  and  had  a  passage  of  28  days  to  the  equator;  crossed 
in  32°  30',  just  clear  of  Eocas,  and  then  had  a  very  hard  chance  to  Cape  Horn.  I  highly  approve  of 
your  track  from  Boston  to  the  equator,  and  have  no  doubt  but  that  I  gained  by  following  your  instruc- 
tions. 

"  I  found  very  little  current  near  St.  Roque.  I  intended  to  have  gone  through  Straits  of  Le  Maire, 
but  the  wind  being  S.  AV.,  I  could  not  get  far  enough  to  westward,  and  thought  it  better  to  pass  east  end  of 
Staten  Land.  AVith  reganl  to  a  passage  around  Cape  norn,  I  would  say  I  have  seen  worse  weather 
between  Boston  and  Liverpool,  in  September,  than  I  have  seen  yet  in  this  passage.  North  of  equator,  I 
had  a  long  spell  of  calm  weather  which  prolonged  my  passage ;  but  find,  on  arrival,  that  I  was  in  company 
with  four  other  clipper  ships,  and  all  arrived  here  same  day." 

Barque  Mermaid  (George  Smith),  Pernambuco  to  San  Francisco,  fi-om  Cajie  St.  Roque,  thirty-one  days. 
Aug.  20,  1851.     Lat.  50°  30'  S. ;  long.  65°  35'  AV.     Winds :  N.  AV.,  N.  N.  AV.,  and  N.  N.  E.     Fresh 
breezes. 


CAPE    HORN   TRACKS.  651 

Aug.  21.  Lat.  54°  31'  S. ;  long.  65°  16'  W.  Winds :  W.  N.  W.,  W.,  and  W.  S.  W.  Fresh  gales  at 
meridian,  Cape  St.  Diego  bore  S.  E.,  distant,  \0  niile.s. 

Aug.  22.  Lat.  56°  14'  S.;  long.  64°  oO'  \V.  AVind.?:  AY.  S.  W.,  S.  W.  by  W.,  W.  S.  W.  At  1 
P.  M.  entered  the  Straits  of  Le  Maire,  and  was  set  to  the  southward  by  a  tide  at  the  rate  of  6  rniles  per 
hour.  At  5  P.  M.  Cape  Good  Success  bore  N.  W.,  distant  25  miles.  After  getting  through  the  straits, 
experienced  a  heavy  irregular  sea  from  the  S.  W.,  which  lasted  until  midnight;  latter  part  squally. 

Aug.  23.  Lat.  57°  05'  S.;  long.  65°  12'  W.  Winds:  W.  S.  W.,  S.  W.,  and  S.  by  W.  Squally 
weather. 

Aug.  24.  Lat.  56°  45'  S.;  long.  67°  35'  W.  Winds:  N.  W.,  S.  S.  W.,  N.  Unsteady  wind;  ship 
under  all  sail. 

Aug.  25.  Lat.  57°  30'  S.;  long.  70°  45'  W.  Winds:  N.  K  E.,  N.  W.,  and  W.  Temperature  of 
air,  43°;  of  water,  41°.     Strong  winds;  made  Diegos  Island. 

Aug.  26.  Lat.  67°  20' S.;  long.  70°  W.  Temperature  of  air,  40°;  of  water,  41°.  Winds:  W.  N.  W., 
N.  W.,  and  N.  W.     Heavy  gales ;  hove  to. 

Aug.  27.  Lat.  57°  40'  S.;  long.  71°  10'  W.  Temperature  of  air,  39°;  of  water,  41°.  Wind.s : 
N.  N.  W.,  W.,  and  W.     Strong  gales  ;  under  close  reefs. 

Aug.  28.  Lat.  56°  48'  S. ;  long.  72°  50'  W.  Temperature  of  air,  38°  ;  of  water,  41°.  Winds  :  W. 
S.  W.,  S.,  and  S.     First  part,  strong  gales ;  middle  and  latter  part,  moderate. 

Aug.  29.  Lat.  55°  19'  S.;  long.  78°  00'  W.  Temperature  of  air,  38°  ;  of  water,  41°.  Winds:  S., 
S.  S.  W.,  and  S.  W.     Fresh  wind.  ;  .    .      ■  " 

Aug.  30.  Lat.  53°  12'  S. ;  long.  79°  00'  W.  Temperature  of  air,  39°  ;  of  water,  42°.  Winds :  S. 
W.,  W.,  and  W.  N.  W.     First  part,  moderate;  middle  and  latter  parts,  squally.  ,     . 

Aug.  31.  Lat.  51°  45'  S. ;  long.  78°  45'  AY.  Temperature  of  air,  41°  ;  of  water,  43°.  AYinds:  W. 
N.  AA\,  N".  AY.,  and  AY.  N.  AY.     Fresh  gales,  and  squally.     . 

Sept.  1.  Lat.  51°  10'  S. ;  long.  78°  18'  W.  Temperature  of  air,  43°;  of  water,  43°.  Winds:  N. 
W.,  AY.  N.  AY.,  and  N.  E.     Fresh  winds. 

Sept.  2.  Lat.  49°  42°  S. ;  long.  80°  10'  AY.  Temperature  of  air,  44°  ;  of  water,  44°.  AYinds :  N.  E., 
N.  AY.,  and  E.     First  and.  latter  part,  moderate  ;  middle  part,  squally. 

Ship  Queen  of  Clippers  (John  Zerega),  New  York  to  San  Francisco,  61  days  out. 

Aug.  30.  Lat.  49°  53'  S. ;  long.  64°  57'  AY.  Barometer,  29.30  ;  temperature  of  air,  47°  ;  of  water, 
43°.  AYinds:  N.  AY.  by  AY.,  AY.  N.  AY.,  AY.  by  S.  First,  moderate  ;  second  and  third,  fresh  and  squally; 
water,  at  12  feet  2  inches  below  surface,  43°. 

Aug.  31.  Lat.  54°  05'  S. ;  long.  65°  00'  W.  Barometer,  29 ;  temperature  of  air,  39°  ;  surface  of 
water,  43°  ;  below  surface,  12  feet  2  inches,  43°.  First,  moderate  and  squally ;  second,  fresh  ;  third,  blow- 
ing hard  in  squalls. 

Sept.  1.     Lat.  54°  52'  S. ;  long.  65°  02'  AY.     Barometer,  29 ;  temperature  of  air,  42°  ;  of  water,  at 


652  THE  WIND  AND  CURRENT  CHARTS. 

surface,  41°;  below,  41°.  Winds:  W.  by  N.,  W.  N.  W.,  N.  First  and  second,  strong  gales;  third  part, 
light  winds. 

Sept.  2.  Lat.  56°  08'  S.;  long.  65°  27'  AV.  Barometer,  28.70 ;  temperature  of  air,  36°;  of  water,  at 
surface,  40°  ;  below,  40°.  Winds :  W.  N.  W.,  S.  S.  W.,  W.  by  S.  First,  light  winds  and  strong  tide  rips ; 
second,  calm ;  third,  heavy  gales  and  squalls  of  hail. 

I  see  in  your  book  of  Directions,  that  some  of  the  captains  state  that  they  do  not  consider  the  barometer 
as  a  guide  in  high  southern  latitudes ;  but  I  differ  from  them.  Although  I  may  not  have  had  as  much 
experieuce  as  some  of  them — having  been  thirteen  years  at  sea,  of  which  time  I  have  been  captain  six 
years — I  think  if  the  glass  falls  three  or  four-tenths  in  a  few  hours,  it  will  be  succeeded  by  a  gale  and  very 
heavy  gust,  which  will  last  several  hours — altliough  the  simple  fact  that  the  barometer  falls,  does  not,  as  a 
natural  consequence,  predict  wind;  it  only  shows  that  there  is  a  commotion  in  the  atmosphere  in  your 
vicinity,  which  may  be  succeeded  by  wind  or  rain,  but  I  think  more  likely  by  the  former. 

Sept.  3.  Lat.  56°  30' S. ;  long.  66°  50' W.  Barometer,  29  ;  temperature  of  air,  34° ;  surface  of  water, 
40° ;  below,  40°.     Winds  :  W.  by  S.,  W.  by  E.,  S.  S.  W.     Strong  gales  and  snow  squalls. 

Sept.  4.  Lat.  57°  28'  S. ;  long.  66°  50'  W.  Barometer,  29.3 ;  temperature  of  air,  36°  ;  of  water,  40° ; 
below  surface,  40°.     Winds  :  "  not  put  down."     Squally  and  misty  weather. 

Sept.  5.  Lat.  58°  37'  S. ;  long.  68°  15'  W.  Barometer,  29.00  ;  temperature  of  air,  35° ;  of  water,  40°  ; 
below  surface,  40°.     Current,  E.,  IJ  knot.     Winds:  W.  i  S.,  W.,  W.  by  N.     Heavy  gales  and  squalls. 

Sept.  6.  Lat.  58°  00'  S.;  long.  69°  40'  W.  Barometer,  29.03  ;  temperature  of  air,  31° ;  of  water,  40° ; 
below  surface,  40°.  Current,  E.,  1 J  knot.  Winds  :  W.,  S.,  S.  by  W.  First,  gales ;  second,  gales  and 
snow  squalls  ;  third,  blowing  very  hard. 

Sept.  7.  Lat.  56°  09'  S. ;  long.  73°  33'  W.  Barometer,  30.18  ;  temperature  of  air,  33° ;  of  water,  40°  ; 
below  surface,  40°.     Current,  N.  E.,  1  knot.     First  part,  gales  ;  second,  more  moderate ;  third,  fine  weather. 

Sept.  8.  Lat.  54°  29'  S. ;  long.  76°  00'  W.  Barometer,  30.03 ;  temperature  of  air,  32° ;  of  water,  40° ; 
below  surface,  40°.  Winds:  S.  by  W.,  S.  W.  by  S.,  S.  E.  First  and  second,  moderate  with  rain  squalls; 
latter,  light  airs  and  calm. 

Sept.  9.  Lat.  53°  30'  S. ;  long.  80°  13'  W.  Barometer,  29.05  ;  temperature  of  air,  86° ;  of  water,  40° ; 
below  surface,  40°.     Winds:  B.,  E.,  N.W.     Light  breezes  and  squally. 

Sept.  10.  Lat.  53°  05'  S. ;  long.  82°  30'  W.  Barometer,  29.00  ;  temperature  of  air,  36°  ;  of  water,  40° ; 
below  surface,  40°.     Winds  :  N.  W.  by  N.,  N.  N.  W.,  W.  by  N.     Strong  gales. 

Sept.  11.  Lat.  50°  24'  S. ;  long.  82°  00'  W.  Barometer,  29.40  ;  temperature  of  air,  40° ;  of  water, 
42°  ;  below  surface,  42°.  Winds :  N.  W.  by  N.,  S.  W.,  W.  First  part,  strong  gales  and  misty  ;  second, 
moderate ;  third,  moderate  and  squally. 

Ship  John  Bertram.  (F.  Lendholm),  Boston  to  San  Francisco,  fifty-eight  days  out. 

Aug.  28,  1853.  Lat.  49°  27'  S. ;  long.  65°  17'  W.  Barometer,  29.70 ;  temperature  of  air,  49°  ;  of 
water,  43°.  Winds :  W.  by  S.,  S.  W.  by  W.,  N.  W.  l)y  W.  First  and  middle  parts,  light  breezes.  Sounded 
in  60  fathoms.     Ends  fine  breezes  and  pleasant. 


CAFE   IIOItN  TRACKS.  653 

Aug.  29.  Lat.  51°  55'  S.;  long.  66°  80'  W.  Barometer,  20.46;  temperature  of  air,  46°  ;  of  water, 
4 1  °.     Winds  :  W.  X.  'W.,  W.  N.  ^Y.,  N.  W.     First  aiul  middle  parts,  light  breezes  ;  latter  part,  faint  airs. 

Aug.  oO.  Jjat.  54°  03'  S. ;  long.  65°  32'  \V.  Barometer,  29.07  ;  temperature  of  air,  40° ;  of  water, 
41°.     AVinds  :  variable,  variable,  N.  W.     Commences  light  variable  airs.     Ends  fine  breeze. 

Aug.  31.  Lat.  56°  45'  S. ;  long.  66°  57'  W.  Barometer,  29.00 ;  temperature  of  air,  43°  ;  of  water,  41°. 
AVinds:  N.  \V.,  N.  W.  by  N.,  AV.  by  S.  Commences  with  fine  breezes  and  pleasant.  At  2  P.  il.  Cape  St. 
Diego  bore,  by  eompass,  S.  E.  At  3  hours  30  min.  P.M.  i>assod  it  and  entered  Straits  of  I;e  Mairc.  Be- 
calmed two  hours.  A  strong  northerly  current.  At  7  P.  if.  clear  of  the  straits.  Middle,  unsteady  winds 
witli  snow.     At  6  hours  30  min.  A.  II.  Cape  Ilorn  bore  W.  i  S.     Ends  strong  gales. 

Sept  1.  Lat.  57°  00'  S.;  long.  69°  01'  W.  Barometer,  28.82  ;  tem[ierature  of  air,  44°  ;  of  water,  42°. 
Winds  :  W.,  W.  S.  W.,  W.  by  S.  First  part,  moderate  breezes  with  frequent  snow  squalls ;  nriddle,  dark 
gloomy  weather.     Ends  with  unsteady  winds  and  snow  squalls. 

Sept.  2.  Lat.  57°  27'  S. ;  long.  09°  45'  W.  Barometer,  28.70  ;  temperature  of  air,  37°  ;  of  water,  39°. 
Winds :  W.  by  S.,  W.  S.  W.,  AV.  by  N.     Moderate  breezes  with  snow  squalls,  and  a  high  sea. 

Sept.  3.  Lat.  56°  02'  S. ;  long.  72°  00'  AY.  Current,  E.  N.  E.,  26  miles.  Barometer,  28.97 ;  temperature 
of  air,  37° ;  of  water,  40°.  AA^iuds  :  variable,  S.,  AV.  S.  AV.  First,  light  baffling  winds  ;  middle  and  latter 
fresh  breezes  with  snow  s(.|ualls. 

Sept.  4.  Lat.  57°  21'  S. ;  long.  73°  13'  AV.  Barometer,  29.28 ;  temperature  of  air,  40°;  of  water,  40°. 
AViuds :  W.  S.  AV.,  AV.  S.  AV.,  AA".  by  N. ;  strong  gales  with  a  heavy  sea. 

Sept.  5.  Lat.  58°  17'  S. ;  long.  74°  01'  AV.  Barometer,  29.07  ;  temperature  of  air,  38°  ;  of  water,  39°. 
AVinds :  AV.  S.  AV.,  AV.,  AV.  N.  AV. ;  heavy  gales  and  a  heavy  sea.  ... 

Sept.  6.  Lat.  57°  24' S.;  long.  74°  28' AV.  Current  (two  days),  E.,  29  miles.  Barometer,  29.00 ; 
temperature  of  air,  35°;  of  water,  39°.  AA^inds:  AV.,  AV. S.  AV.,  S.  S.  W. ;  strong  gales  and  heavy  sea; 
long  and  heavy  squalls. 

Sept.  7.  Lat.  56°  10'  S. ;  long.  77°  28'  AV.  Barometer,  30.23  ;  temperature  of  air,  39°  ;  of  water,  40°. 
AA'inds:  S.  S.  W.,  S.  S.  AV.,  S.  AV.  by  S.  First  part,  strong  gales  and  stronger  squalls:  middle,  strong 
breezes  and  squally;  ends,  moderate  breezesand  cloudy. 

Sept.  8.  Lat.  54°  56'  S. ;  long.  79°  11'  AV.  Barometer,  30.48 ;  temperature  of  air,  36°  ;  of  water,  40°. 
AVinds:  S.  W. by  W.,  S.  S.  W.  to  AV. by  S. ;  calm.  First  part,  light  breezes  and  light  squally  weather; 
middle,  baffling ;  ends,  calm  and  foggy. 

Sept.  9.  Lat.  53°  34'  S. ;  long.  83°  00'  \V.  P.arometer,  29.96 ;  temperature  of  air,  38°  ;  of  water,  40°. 
AVinds :  calm,  N.  E.,  N.  W.  by  N.     Commences,  calm  and  foggy ;  middle  and  latter  parts,  fine  breezes. 

Sept.  10.  Lat.  53°  11'  S. ;  long.  85°  28'  AV.  Barometer,  29.08 ;  temperature  of  air,  40° ;  of  water,  41°. 
Winds:  N.  AA^.  by  N.,  AV.  by  S.,  AV.;  strong  breezes  and  strong  gales,  and  cloudy  squally  weather. 

Sept.  11.  Lat.  50°  26'  S. ;  long.  85°  48'  AV.  Barometer,  29.46  ;  temperature  of  air,  40°  ;  of  water,  41°. 
AA'inds:  W.  N.  AA^.,  S.  W.,  S.  AA".  by  \V.  Commences,  strong  breezes  and  squally,  with  rain  ;  9  P.  M.  wind 
hauled  to  S.  AV. ;  middle  and  latter  parts,  strong  breezes  and  squally,  with  a  heavy  cross  sea. 


654  THE  WIND  AND  CURRENT  CHARTS. 

Ship  Eagle  (John  S.  Farran),  Ne-w  York  to  San  Francisco,  sixty -two  days  out. 

Sept.  10,  1853.  Lat.  48°  38'  S. ;  long.  49°  35'  W.  Current,  N.  6G°  E.,  20  miles.  Barometer,  29.28 ; 
temperature  of  air,  42° ;  of  water,  46°.  "Winds :  S.  AY.  by  S.,  S.  W.  by  W.,  S.  W.  by  W.  First  and  second 
parts,  fresh ;  latter,  hard  gales  and  cloudy. 

Sept.  11.  Lat.  50°  31'  S.;  long.  51°  10'  W.  Current,  N.  80°  E.,  22  miles.  Barometer,  28.93 ;  tem- 
perature of  air,  42°;  of  water,  38°.  Winds:  W.by  S.,  W.by  K,  W.N.  W. ;  strong  gales,  cloudy  and 
rain. 

Sept.  12.  Lat.  51°  20'  S.;  long.  51°  06'  W.  Current,  E.,  20  miles.  Barometer,  29.20;  temperature 
of  air,  40°;  of  water,  38°.     Winds:  W.  byK,  W.,  W. ;  heavy  gales,  hail,  and  lightning. 

Sept.  13.  Lat.  52°  20'  S.;  long.  51°  41'  W.  Current,  S.  81°  E.,  24  miles.  Barometer,  29.38;  tem- 
perature of  air,  41°;  of  water,  37°.  AYinds:  W.  S.  W.,  S.  W.,  W.  by  N.  First  part,  strong  gale;  second 
and  third  parts,  moderate. 

Sept.  14.  Lat.  54°  01'  S. ;  long.  54°  46'  W.  Current,  S.  83°  E.,  26  miles.  Barometer,  29.09  ;  tem- 
perature of  air,  41°;  of  water,  39°.     Winds:  W.  by  N.,  W.  N.  W.,  W.byN. ;  moderate,  cloudy  and  hazy. 

Sept.  15.  Lat.  55°  05'  S.;  long.  59°  42'  W.  Current,  S.  80°  E.,  20  miles.  Barometer,  29.03  ;  tem- 
perature of  air,  34°;  of  water,  39°.     Winds:  E. S. E.,  E.,  S. ;  moderate  breezes,  with  sleet  of  snow. 

Sept.  16.  Lat.  53°  00'  S. ;  long.  60°  53'  W.  Current,  S.  86°  E.,  25  miles.  Barometer,  29.64;  tem- 
perature of  air,  32° ;  of  water,  39°.  Winds:  S.  W.  by  S.,  S.  W.  by  S.,  S.  S.  W.  Heavy  squalls  of  sleet 
and  snow  ;  latter,  passing  clouds.  .... 

Sept.  17.  Lat.  55  °07'  S.;  long.  62°  56'  AV.  Current,  E.,  32  miles.  Barometer,  29.85;  temperature 
of  air,  43°;  of  water,  39°.     Winds:  S.,  S.  W.,  W.  N.  W.     Moderate,  and  cloudy. 

Sept.  18.  Lat.  56°  58'  S. ;  long.  67°  23'  W.  Current,  S.,  25  miles.  Barometer,  29.28;  temperature 
of  air,  43°  ;  of  water,  40°.  AVinds:  N.  N.  AV.,  AY.  N.  AY.,  AY.  N.  AY.  First,  moderate;  second,  variable; 
third,  fresh  gales,  and  cloudy. 

Sept.  19.  Lat.  58°  21'  S.;  long.  69°  5'  AY.  Barometer,  29.62  ;  temperature  of  air,  42°;  of  water, 
39°.     AYinds  :  AY.,  W.  by  S.,  AY.  by  N.     Strong  breezes,  and  cloudy. 

Sept.  20.  Lat.  59°  38'  S. ;  long.  71°  33'  AY.  Barometer,  29.48  ;  temperature  of  air,  39°  ;  of  water, 
39°.     AYinds :  AY.  N.  AY.,  AY.  N.  AY.,  AY.     Hard  squalls  and  hail ;  latter,  fair. 

Sept.,  21.  Lat.  61°  07'  S.;  long.  73°  30'  AY.  Barometer,  29.45;  temi^erature  of  air,  38°;  of  water, 
36°.     Winds :  AY.,  AY.  by  S.,  AY.     Moderate,  and  thick  drizzling  rain. 

Sept.  22.  Lat.  61°  48'  S. ;  long.  76°  36'  AA^.  Barometer,  28.65 ;  temperature  of  air,  37°  ;  of  water, 
34°.     AYinds :  AY.  N.  AY.,  N.  AY.,  N.  AY.  by  AY.     Moderate,  cloudy,  and  rainy. 

Sept.  23.  Lat.  60°  59'  S. ;  long.  76°  50'  W.  Current,  N".  82°  E.,  16  miles.  Barometer,  28.70 ;  tem- 
perature of  air,  36°  ;  of  water,  36°.  AYinds :  W.  S.  AY.,  E.  S.  E.,  AY.  N.  AY.  First,  light,  with  snow ;  lat- 
ter, cloudv. 

SeiJt.  24.  Lat.  59°  45'  S.;'long.  78°  50'  W.  Barometer,  28.42;  temperature  of  air,  37°  ;  of  water, 
38°.     AYinds:  AY.  l»y  N.,  N.  AY.,  N.  N.  AY.     Moderate  and  cloudy,  with  drizzling  rain. 


CAPE    HORN   TRACKS.  655 

Sept.  25.  Lat.  59°  1(3'  S.;  long.  80°  47'  \V.     Barometer,  28.30;  temperature  of  air,  39°;  of  water, 

37°.     AViiiils:  N.  N.  W.,  calm,  S.  S.  "W.     Fii.-^t  and  second,  drizzling  ;  third,  snow. 

Sept.  26.  Lat.  56°  l-i'  S. ;  long.  83°  1'  W.  Barometer,  29.03  ;  temperature  (jf  air,  32°  ;  of  water,  39°. 
AVinds:  S.  W.  by  W.,  S.  K.,  S.  E.  by  S.     Fir.st,  baffling,  with  snow  squalls;  second,  snow;  third,  cloudy. 

Sept.  27.  Lat.  52°  50'  S.;  long.  84°  45'  W.     Barometer,  28.80;  temperatnrc  of  air,  30°;  of  water, 

40°.     AVinds:  S.  E.  throughont.     Fresh  breezes;  dark  cloudy  weather,  with  heavy  snow  squalls. 

Sept.  28.  Lat.  50°  00'  S.;  long.  85°  16'  W.     Barometer,  20.25  ;  temjieraturc  of  air,  40°  ;  of  water, 

42°.     Winds :  S.  E.,  S.,  S.  E.     First  and  third,  baiUing  and  fair;  latter,  rain. 

Barque  Sarah  H.  Snow  (Laban  Rawes),  Boston  to  A''alparaiso,  thirty-eight  days  from  Cape  St.  Roque. 

Sept.  11,  1851.  Lat.  49°  46'  S.;  long.  65°  00'  AV.  Barometer,  29.40;  temperature  of  air,  46°;  of 
water,  42.     AVinds:  AA^.  S.  AV.,  AA^.,  and  AV.  S.  AV.     Strong  breezes  and  clear  weather. 

Sept.  12.  Lat.  51°  30'  S.;  long.  64°  59'  AA^  Barometer,  29.60;  temperature  of  air,  44°;  of  water, 
42°.     AA'inds:  AV.  S.  AA''.,  S.  AV.,  and  AV.  S.  AV.     Fresh  breezes  and  passing  clouds. 

Sept.  13.  Lat.  54°  33'  S.;  long.  65°  12'  AA'".  Barometer,  broke;  temperature  of  air,  46°;  of  water, 
42°.  AVinds:  AA^.  N.  AV.,  JST.  AV.,  and  AV.  N.  AV.,  Strong  gales,  with  quick  passing  clouds;  made  Cape  St. 
Diego,  bearing  S.  E. 

Sept.  14.  Lat.  55°  45'  S. ;  long.  65°  39'  AV.  Temperature  of  air,  40°  ;  of  Avater,  42°.  AA^iuds  :  AV.  N".  AA^., 
calm,  and  S.  E.     AVeather  variable ;  passed  through  the  Straits  of  Le  Mairo. 

Sept.  15.  Lat.  56°  37'  S. ;  long.  64°  56'  AA'".  Temperature  of  air,  37°  ;  of  water,  42°.  AVinds  :  S.  E., 
S.  by  E.,  and  S.  AA^.  by  S.     Hard  gales,  with  snow. 

Sept.  16.  Lat.  56°  45'  S.;  long.  65°  00'  AV.  Temperature  of  air,  35°;  of  water,  42°.  AVinds :  S.  S.  AV., 
S.  S.  AV.,  and  variable.     First  and  middle  parts,  blowing  hard,  with  snow;  ends  fair. 

Sept.  17.  Lat.  57°  20'  S.;  long.  65°  50'  AV.  Temperature  of  air,  42°;  of  water,  41°.  AVinds:  vari- 
able, variable,  and  AV.  N.  AV.     Moderate  breezes  and  squally;  latter  part,  fresh  and  scpially. 

Sept.  18.  Lat.  57°  46'  S. ;  long.  69°  33'  AV.  Temperature  of  air,  42° ;  of  water,  40°.  A\"iud :  AA^.  N.  AV. 
Fresh  breezes  and  hard  gales,  with  rain. 

Sept.  19.  Lat.  58°  50'  S.;  long.  70°  50'  AV.  Temperature  of  air,  42° ;  of  water,  40°.  Winds:  W., 
W.  S.  W.,  and  AV.     Blowing  hard,  with  squalls  and  high  sea. 

Sept.  20.  Lat.  59°  50'  S.;  long.  71°  47'  AV.  Temperature  of  air,  39° ;  of  water,  40°.  AVind :  AA^ 
Hard  gales,  with  squalls,  and  rain,  and  snow. 

Sept.  21.  Lat.  59°  50'  S. ;  long.  72°  00'  AV.  Temperature  of  air,  40;  of  water,  40.  Wind:  AA". 
Dull,  rainy  weather,  blowing  hard. 

Sept.  22.  Lat.  60°  27'  S.;  long.  72°  58'  W.  Current,  E.,  24  miles.  Temperature  of  air,  39°;  of 
water,  37°.     AA'iud  :  W.  N.  AV.     Blowing  hard,  cloudy  and  rainy. 

Sept.  23.  Lat.  60°  26'  S.;  long.  73°  00'  AV.  Temperature  of  air,  40;  of  water,  37°.  AVinds:  W. 
Strong  gales,  with  rain  and  heavy  sea. 


G56  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  24.  La,t.'59°  50'  S.;  long.  74°  00'  W.  Temperature  of  air,  38°;  of  water,  38°.  Winds:  W., 
"W".,  and  S.  W.     Fresh  breezes,  and  liglat  squalls  of  rain  and  snow. 

Sept.  25.  Lat.  59°  41'  S. ;  long.  70°  30'  W.  Temperature  of  air,  40° ;  of  water,  39°.  Winds :  N.  W., 
N.  W.  by  W.,  and  variable.     Strong  breezes  and  squally,  with  snow  and  rain. 

Sept.  26.  Lat.  57°  31'  S.;  long.  77°  35'  W.  Temperature  of  air,  38° ;  of  water,  40°.  Winds :  S.  W., 
S.  W.,  and  S.  S.  W.     Fresh  winds,  with  hail  and  snow  squalls. 

Sept.  27.  Lat.  55°  02'  S.;  long.  79°  41'  W.  Temperature  of  air,  39°;  of  water,  40°.  Winds:  S., 
S.  S.  E.,  and  S.  E.  by  E.     Strong  breeze,  Avith  dark  clouds ;  hail  and  snow.  ■     . 

Sept.  28.  Lat.  52°  00'  S. ;  long.  81°  25'  W.  Temperature  of  air,  38° ;  of  water,  42°.  Winds :  S.  E., 
S.,  and  S.  S.  W.     Fresh  winds  and  squall}^,  with  rain  and  snow. 

Sept.  29.  Lat.  50°  10'  S.;  long.  81°  45'  W.  Temperature  of  air,  42°  ;  of  water,  42°.  Winds:  S.W., 
S.  W.  by  W.,  and  N.  N.  E.     First  part,  snow  and  hail  squalls ;  latter  part,  fresh  gale  and  rain. 

Ship  Haven.  (W.  11.  Ilenry),  New  York  to  San  Francisco,  nineteen  days  from  Cape  St.  Roque. 

Sept.  23.  Lat.  50°  51'  S.;  long.  65°  20'  W.  Current,  E.,  20  miles.  Barometer,  29.70;  temperature 
of  air,  40° ;  of  water,  40°.     Winds  :  W.  S.  W.  calm,  E.  S.  E. ;  light  airs  and  calm. 

Sept.  24.  Lat.  51°  4(3'  S. ;  long.  04°  31'  W.  Current,  N.  E.  |  E.,  23  miles.  Barometer,  29.80  ; 
temperature  of  air,  38° ;  of  water,  40°.     Winds :  S.  E.,  S.,  and  S.  S.  E.     Moderate  breeze  and  squally. 

Sept.  25.  Lat.  52°  53'  S. ;  long.  66°  10'  W.  Current,  N.,  14  miles.  Barometer,  29.80 ;  temperature 
of  air,  30°  ;  of  water,  40°.     Winds:  S.  E.,  baffling,  E.  S.  E.,  light  and  variable. 

Sept.  26.  Lat.  54°  26'  S. ;  long.  65°  10'  W.  Current,  E.,  24  miles.  Barometer,  29.00;  temperature 
of  air,  38°;  of  water,  40°.  Winds:  N.  N.  E.,  light  and  variable;  made  the  land  of  Terra  del  Fuego ;  at 
noon.  Cape  St.  Diego  bore  S.  by  E.,  12  miles. 

Sept.  27.  Lat.  55°  58'  S. ;  long.  69°  05'  W.  Current,  E.,  24  miles.  Barometer,  29.50  ;  temperature 
of  air,  42°  ;  of  water,  42°.  Wind  :  N.  AV.  Moderate  and  cloudy ;  passed  through  the  straits  of  Le  Maire, 
and  cleared  them  at  6  A.  M. ;  at  5  A.  M.  Cape  Horn  bore  N.  N".  W.,  2  miles. 

Sept.  28.  Lat.  56°  14'  S. ;  long.  71°  05'  W.  Current,  none.  Barometer,  29.50.  Winds  :  calm  and 
W.  N.  W.,  light  and  calm. 

Sept.  29.  Lat.  55°  45'  S.;  long.  73°  00'  W.  Current,  E.,  36  miles.  Barometer,  29.70;  temperature 
of  air,  40°  ;  of  water,  40°.     Winds  :  W.,  S.  S.  W.,  and  W.  S.  W.     Fresh  breezes  and  squally,  with  rain. 

Sept.  30.  Lat.  55°  38'  S. ;  long.  74°  35'  W.  Barometer,  29.70;  temperature  of  air,  40°;  of  water,  40°. 
Wind  :  W.     Fresh  gales  and  thick  cloudy  weather ;  double  reefs. 

Oct.  1.  Lat.  56°  03'  S.;  long.  75°  24'  W.  Barometer,  29.20;  temperature  of  air,  40°;  of  water,  40°. 
Wind  :  W.  N.  W.     Heavy  gales  and  violent  squalls,  with  rain. 

Oct.  2.  Lat.  55°  57'  S.;  long.  74°  35'  W.  Current  in  three  days,  E.,  88  miles.  Barometer,  29.40; 
temperature  of  air,  41°;  of  water,  41°.  Winds:  W.  N.  W.,  W.  S.  W.,  and  S.  W.  Hard  gales  and 
squalls. 


CAPE   U014N   TKACKS.  657 

Oct.  3.  Lat.  55°  32'  S. ;  long.  74°  35'  W.  Current,  E.,  30  miles.  Barometer,  29.40 ;  temperature  of 
air,  40°  ;  of  water,  41°.     Winds:  W.,  anil  W.  N.  W.     Strong  gales  and  hard  squalls;  turbulent  sea. 

Oct.  4.  Lat.  55°  36'  S. ;  long.  74°  45'  W.  Barometer,  28.70  ;  temperature  of  air,  41°  ;  of  water,  41°. 
AVinds  :   W.,  and  W.  N.  W.     Strong  gales  and  violent  squalls,  with  rain.' 

Oct.  5.  Lat.  55°  26'  S. ;  long.  75°  45'  W.  Barometer,  28.50 ;  temperature  of  air  and  water,  41°. 
Winds:  W.  N.  W.,  W.,  W.  S.  W.     Heavy  gales. 

Oct.  6.  Lat.  53°  47'  S. ;  long.  75°  20'  W.  Barometer,  29.70  ;  temperature  of  air,  46°  ;  of  water,  45°. 
AVind  :  W.     Light  winds  and  passing  squalls,  with  rain. 

Oct.  7.  Lat.  54°  OS'S.;  long.  78°  21' W.  Current,  E.,  12  miles.  Barometer,  29.60;  temjierature 
of  air,  46°;  of  water,  46°.  AVinds:  N.  AY.,  N.  N.  W.,  and  N.  AV.  First  part,  light;  latter  part,  fresh 
breezes. 

Oct.  8.  Lat.  54°  25'  S.;  long.  80°  18'  W.  Barometer,  29.70;  temperature  of  air,  43°  ;  of  water,  42°. 
AVind:  N.  W.     Strong  gales,  and  thick  rainy  weather. 

Oct.  9.  Lat.  54°  04'  S. ;  long.  83°  25'  W.  Barometer,  29.50  ;  temperature  of  air,  43°  ;  of  water,  43°. 
AVinds  :  AV.,  N.  AA".,  and  X.  N.  AV.     Strong  breezes,  and  thick  rainy  weather. 

Oct.  10.  Lat.  53°  10'  S.;  long.  82°  40'  W.  Current,  E.,  12  miles.  Barometer,  29.50;  temperature 
of  air,  42° ;  of  water,  43.°     Winds :  AV.,  calm,  and  N.  AV.     A^ariable  breezes,  and  thick  weather. 

Oct.  11.  Lat.  50°  55'  S. ;  long.  79°  10'  W.  Current,  E.,  18  miles.  Barometer,  29.70;  temperature 
of  air,  42°;  of  water,  42.°     Wind:  N.  AV.     Moderate  breeze,  and  cloudy. 

Oct.  12.  Lat.  50°  02'  S. ;  long.  80°  18'  AV.  Barometer,  29.70 ;  temperature  of  air,  44°  ;  of  water, 
45°.     Winds:  AV.  N.  AV.,  N.  N.  AV.,  and  N.  N.  AV.     Variable  breezes,  and  thick  weather. 

Ship  SamuelHussell  (Jose'ph.  Limeburner),  from  New  York  to  San  Francisco,  twenty-six  days  from  Cape 
St.  Roque.  •• 

Oct.  8,  1852.  Lat.  51°  18'  S.;  long.  64°  00'  W.  Barometer,  30.30;  temperature  of  air,  54°. 
Winds :  E.  N.  E.,  N.,  and  N.  N.  AV.     Fresh  breeze  and  calms ;  thick  and  foggy. 

Oct.  9.  Lat.  55°  46'  S. ;  long.  65°  03'  W.  Barometer,  30.29  ;  temperature  of  air,  52°.  Winds : 
N.  AV.,  S.  AV.  by  W.,  and  calm.     Foggy  weather. 

Oct.  10.  Lat.  55°  00'  S. ;  long.  63°  43'  AV.  Barometer,  30.10 ;  temperature  of  air,  46.°  AVinds:  calm, 
N.,  and  N.  AA''.     First  part,  light  breeze  and  thick  fog ;  latter  part,  clear. 

Oct.  11.  Lat.  56°  22'  S. ;  long.  67°  50'  W.  Barometer,  30.10;  temperature  of  air,  42.°  AVinds: 
W.  S.  W.,  baffling.     Strong  breezes  and  snow  squalls. 

Oct.  12.  Lat.  56°  35'  S. ;  long.  67°  50'  AV.  Barometer,  30.10;  temperature  of  air,  42°.  AVinds: 
AV.  S.  AV.,  baffling.     Light  breezes  and  thick  weather. 

Oct.  13.     Lat.  56°  49' S.;  long.  71°  40'  AV.     Barometer,  29.65;  temperature  of  air,  46.°     Winds: 
N.  E.,  N.,  and  N.  AV.     First  part,  light ;  latter  part,  strong  breezes. 
83 


658  TUE   WIND   AND    CUEKENT   CHARTS. 

Oct.  14.  Lat.  57°  3-i'  S.;  long.  73°  59'  W.  Barometer,  29.50;  temperature  of  air,  40°;  of  water, 
54°.     Winds:  N.  W.,  W.,  W.  N.  W.     Strong  gales  and  rain  during  first  part;  latter  part,  clear. 

Oct.  15.  Lat.  57°  12'  S. ;  long.  75°  13'  W.  Barometer,  29.90;  temperature  of  air,  40°.  Winds: 
W.  by  N".,  S.  W.,  and  W.  N.  W.     Heavy  gales,  and  squally. 

Oct.  16.  Lat.  57°  33'  S.;  long.  77°  50'  W.  •  Barometer,  29.70;  temperature  of  air,  42°.  Winds: 
N.  W.  by  W.,  N.  W.,  and  K.  W.     Strong  gales,  and  heavy  sea. 

Oct.  17.  Lat.  57°  10'  S.;  long.  79°  12'  W.  Barometer,  29.70 ;  temperature  of  air,  38°.  Winds: 
AV.  N.  W.,  W.,  and  W.  by  S.     Strong  breezes  and  clear. 

Oct.  18.  Lat.  54°  34'  S.;  long.  78°  12'  W\  Barometer,  29.75;  temperature  of  air,  40°.  Winds: 
W.  N.  W.,  W.,  and  W.     Heavy  gale  and  squalls.  .       ,  ,       , 

Oct.  19.  Lat.  52°  02'  S.;  long.  77°  29' W.  Barometer,  29.80;  temperature  of  air,  43°.  Winds: 
W.,  AV.  S.  W.,  and  N.  W.  by  W.     Strong  breezes  and  thick  weather;  heavy  head  sea. 

Oct.  20.  Lat.  52°  45'  S.;  long.  78°  31' AY.  Barometer,  29.00 ;  temperature  of  air,  42°.  AVinds: 
W.  S.  AV.,  AV.  and  S.  by  W.     Heavy  gales  and  heavy  head  sea. 

Oct.  21.  Lat.  52°  30'  S.;  long.  78°  50'  A¥.  Barometer,  29.50;  temperature  of  air,  46°.  AVinds: 
S.  S.  W.,  W.  S.  AV.,  and  N.  W.     Strong  gale,  and  hail  squalls. 

Oct.  22.  Lat.  52°  37'  S.;  long.  77°  49'  AV.  Barometer,  29.10;  temperature  of  air,  40°.  AVind:  W. 
Strong  gales  and  hail  squalls. 

Oct.  23.  Lat.  50°  44'  S.;  long.  79°  18'  AV.  Barometer,  29.00;  temperature  of  air,  40.  Winds: 
AV.  by  S.,  AV.  S.  W.,  and  S.  AV.     Strong  gales  and  rainy. 

Ship  Winged  Arrow  (F.  Bcarre),  Boston  to  San  Francisco,  twenty-one  days  from  St.  Eoque. 

Sept.  25.  Lat.  50°  05'  S.;  long.  66°  41'  AV.  Barometer,  29.5;  temperature  of  air,  56°;  of  water,  55°. 
Winds :  S.  E.,  calm,  variable.     Light  airs  and  calms. 

Sept.  26.  Lat.  52°  30'  S. ;  long.  67°  00'  W.  Barometer,  29.5 ;  temperature  of  air,  56° ;  of  water,  55°, 
Winds:  S.  E.  throughout.     Light  breezes  and  cloudy  weather. 

Sept.  27.  Lat.  55°  00'  S. ;  long.  64°  15'  W.  Barometer,  29.5  ;  temperature  of  air,  56°  ;  of  water,  55°. 
Winds :  N.  E.,  N.  E.,  N.     First  and  second  parts,  moderate ;  third,  fresh  breezes. 

Sept.  28.  Lat.  56°  30'  S. ;  long.  67°  80'  W.  Barometer,  29.5  ;  temperature  of  air,  56°  ;  of  water,  55°. 
Winds :  N.,  N.,  N.  AV.     Moderate  and  pleasant. 

Sept.  29.  Lat.  56°  40'  S. ;  long.  69°  14'  W.  Barometer,  28.7  ;  temperature  of  air,  56°.  AVinds :  AV., 
S.  S.  AV.,  AV.  S.  W.     Fresh  gales  and  heavy  squalls. 

Sept.  30.  Lat.  57°  15'  S. ;  long.  70°  15'  AV.  Barometer,  28.6  ;  temperature  of  air,  50°.  AVinds :  W., 
S.  AV.,  S.  AV.  by  AV.,  AV.  S.  AV.     Fresh  gales  and  variable  weather. 

Oct.  1.  Lat.  57°  20'  S.;  long.  71°  00'  AV.  Barometer,  28.8.  Winds:  AV.,  AV.  by  N.,  AV.  by  K 
Heavy  gales. 

Oct.  2.     Lat.  57°  33'  S. ;  long.  70°  42'  AV.     Barometer,  28.8.     AVinds :  AV.,  AV.,  S.  S.  W.     Heavy  gales. 


CAPE   UORN   TKACKS.  Q59" 

Oct.  3.  Lat.  57°  52'  S.;  long.  71°  51'  W.  B.irometer,  28.8.  Winds:  W.,  W.,  W.  hy  S.  Heavy 
gales  and  rain. 

Oct.  -1.  Lat.  58°  00'  S.;  long.  71°  50'  W.  Barometer,  28.9.  Winds:  W.  by  N.  llirougliout;  heavy 
gales,  with  constant  rains  and  snow. 

Oct.  5.  Lat.  56°  12'  S.;  long.  71°  30'  W.  barometer,  29.0.  Winds:  W.  by  S.,  ^\Mn•  S.,  W.;  fresh 
gales ;  third  part,  more  moderate. 

Oct.  6.  Lat.  55°  49'  S.;  long.  72°  03'  W.  Barometer,  29.7.  Winds:  W.  by  S.  throughout;  squally 
and  variable. 

Oct.  7.  Lat.  57°  03'  S.;  long.  74°  19'  W.  Barometer,  29.().  Winds:  W.,  W.  N.  W.,N.  W.  First 
and  second  parts,  moderate;  third  }iart,  fresh. 

Oct.  8.  Lat.  57°  50'  S.;  long.  74°  30'  W.  Barometer,  29.3.  Winds:  W.  N  W.  throughout;  fresh 
gales  and  rainy. 

Oct.  9.  Lat.  57°  30'  S. ;  long.  76°  30'  W.  Barometer,  29.3.  Winds :  W.  by  N.,  W.  by  N.,  N.  N.  W. ; 
moderate  and  rainy. 

Oct.  10.  Lat.  56°  13'  S.;  long.  78°  39'  W.  Barometer,  29.6.  Winds:  N.  X.  W.,  W.;  variable, 
moderate  and  foggy. 

Oct.  11.  Lat.  56°  43'  S.;  long.  79°  57'  W.  Barometer,  29.4.  Winds :  N.  W.,  W.  N.  W.,  W.  by  S. ; 
moderate  breezes. 

Oct.  12.  Lat.  56°  30' S.;  long.  82°  10' W.  Baroijjetcr,  29.3.  Winds :  W.  S.  W.,  calm,  N.  First  part, 
moderate;  second  part,  calm;  third  part,  gales. 

Oct.  13.  Lat.  55°  13'  S. ;  long.  84°  10'  W.  Barometer,  29.02.  Winds :  W.  N.  W.,  W.  N.  W.,  AV.  by 
N. ;   fresh  gales  and  rain. 

Oct.  14.  Lat.  52°  19' S.;  long.  83°  03' W.  Barometer,  29.5.  Winds:  W.,  W.,  W.  by  S. ;  fresh 
breezes  and  light  squalls  of  rain.    . 

Oct.  15.  Lat.  48°  43'  S. ;  long.  83°  37'  W.  Barometer,  29.8.  Winds:  W.,  throughout;  fine  breezes 
and  clear  pleasant  weather. 

Ship  Louis  Philippe  (Robert  Benthall),  Baltimore  to  Valparaiso,  thirty  days  from  St.  Roque. 

Sept.  29,  1849.  Lat.  50°  00'  S.;  long.  63°  02'  W.  Current,  K  56°  E.,  0.6  mile  per  hour;  tempera- 
ture of  air,  43°;  of  water,  41°.  Barometer,  30.05.  Winds:  W.,  S.  W.,  S.  W.;  moderate  breezes  and 
pleasant. 

Sept.  30.  Lat.  51°  54'  S.;  long.  63°  20'  W.  Current,  N.  45°  E.,  0.5  mile  per  hour;  temperature  of 
air,  42°  ;  of  water,  40°.     Barometer,  29.92.     Winds:  W.  S.  W.,  W.  S.  W.,  W. ;  moderate  and  clear. 

Oct.  1.  Lat.  53°  18'  S.;  long.  63°  54'  W.  Current,  N.  78°  E.,  1  mile  per  hour.  Barometer,  29.8. 
Winds  :  W.,  W.  S.  W.  to  W. ;  variable,  light  breezes  and  clear. 

Oct.  2.     Lat.  54°  52'  S. ;  long.  65°  14'  W.     Current,  S.  74°  E.,  1.7  mile  per  hour;  temperature  of  air, 


660  THE  WIND  AND  CURRENT  CHARTS. 

43°  ;  of  water,  41°.     Barometer,  29.47.     Winds  :  N.,  W.  N.  W.  to  K  W.,  N.  W.  to  variable ;  light  breezes, 
cloudy  and  rainy.     Passed  throngh  the  Straits  of  Le  Maire;  strong  tide  rips. 

Oct.  3.  Lat.  56°  29'  S.;  long.  65°  55'  W.  Current,  N.  19°  E.,  0.6  mile  per  hour;  temperature  of 
air,  42° ;  of  -water,  38°.     Barometer,  29.35.     Winds  :  W.  throughout ;  moderate  breezes  and  rainy. 

Oct.  4.  Lat.  57°  29'  S. ;  long.  66°  42'  W.  Current,  N.  19°  E.,  0.6  mile  per  hour;  temperature  of 
air,  39°  ;  of  water,  38°.  Barometer,  29.34.  Winds :  W.,  W.  to  W.  N.  W.,  W.  N.  W.  to  W. ;  cloudy,  with 
hard  snow  .sqiialls,  moderate  breezes. 

Oct.  5.  Lat.  56°  20'  S.;  long.  66°  19'  W.  Current,  S.  77°  E.,  1  mile  ;  temperature  of  air,  42°  ;  of 
water,  38°.  Barometer,  29.62.  Winds :  S.  W.  to  W.  S.  W.,  W.  S.  W.,  W.  N.  W. ;  cloudy,  with  hail  squalls, 
moderate  breezes. 

Oct.  6.  Lat.  56°  08'  S.;  long.  70°  40'  W.  Current,  S.  57  E.,  1.5  mile  per  hour;  temperature  of  air, 
46°;  of  water,  40°.  Barometer,  29.20.  Winds:  N.W.andS.W.,  K  W. by  N.,  N. by  AV. ;  moderate 
breezes,  and  cloudy  with  rain. 

Oct.  7.  Lat.  57°  07'  S.;  long.  70°  50'  W.  Current,  N.  57°  E.,  1.5  mile  per  hour.  Temperature 
of  air,  40° ;  water,  38°.  Barometer,  28.82.  Winds:  N.  by  E.  to  N.  W.,  W.  N.  W.,  W.  N.  W  ;  strong 
breezes  and  snow  squalls. 

Oct.  8.  Lat.  57°  18'  S.;  long.  71°  42'  W.  Current,  N.  64°  E.,  1  mile  per  hour.  Temperature  of 
air,  39° ;  of  water,  38°.  Barometer,  28.70.  Winds:  N.  W.  to  ^Y.  N.  W.,  W.  N.  W.,  S.  E.  to  S.  W.,  W. 
N.  W. ;  strong  winds,  and  hard  snow  squalls. 

Oct.  9.  Lat.  57°  25'  S.;  long.  71°  43'  W.  Current,  N.  26°  E.,  0.7  mile  per  hour.  Temperature 
of  air,  40°;  of  water,  41°.  Barometer,  28.97.  Winds:  W.  N.  W.,  W.,  S.  W.  to  S.  S.  W.  First  part, 
moderate  gales  and  snow  squalls ;  second  and  third  parts,  moderating. 

Oct.  10.  Lat.  56°  50'  S. ;  long.  72°  40'  W.  Current,  N.  69°  W.,  0.7  mile  per  hour.  Temperature 
of  air,  40°;  of  water,  41°.  Barometer,  29.42.  Winds:  S.  W.,  S.  W.  to  W.  S.  W.,  W.;  moderate  and 
cloudy,  with  snow  and.  hail. 

Oct.  11.  Lat.  58°  00'  S.;  long.  74°  54'  W.  Current,  N.  70°  W.,  0.7  mile  per  hour.  Temperature 
of  air,  38°;  of  water,  39°.  Barometer,  28.97.  Winds:  W.  N.  W.,  W.  N.  W.  to  N.  W.,  W.  to  W.  N.  W.; 
moderate  and  cloudy,  with  rain. 

Oct.  12.  Lat.  58°  21'  S.;  long.  77°  09'  W.  Current,  S.  74°  W.,  1.3  mile  per  hour.  Temperature  of 
air,  40°  ;  of  water,  39°.  Barometer,  28.45.  Winds  :  N.  N.  W.,  N.  N.  W.  to  W.  N.  W.,  W.  N.  W.  First 
part,  moderate  and  cloudy ;  second  and  third  parts,  light  breeze  and  rain. 

Oct.  13.  Lat.  56°  31'  S.;  long.  77°  04'  W.  Current,  S.  13°  E.,  0.5  mile  per  hour.  Temperature  of 
air,  37° ;  of  water,  40°.  Barometer,  28.82.  Winds :  S.  W.  to  W.  N.  W.,  W.  S.  W.  to  W.  by  N.,  W.  S.  W. 
to  W.  by  N. ;  moderate  breezes,  with  snow  squalls. 

Oct.  14.  Lat.  54°  42'  S.;  long.  76°  31'  W.  Current,  S.  49°  E.,  0.5  mile  per  hour.  Temperature  of 
air,  40°;  of  water,  39°.  Barometer,  29.17.  Winds:  W.  to  W.  S.  W.,  W.  to  W.  S.  W.,  W.,  W.  K  W.; 
moderate  breezes,  with  snow  squalls. 


CAPE   HORN  TRACKS.  661 

Oct.  15.  Lat.  55°  26' S. ;  long.  7G°  53' W.  Temperature  of  air,  43°;  of  water,  42°.  Barometer, 
28.82.     Winds :  W.  to  W.  S.  W.,  W.  S.  W.  to  W.  N.  W.,  W.  N.  W. ;  strong  winds  and  cloudy,  with  rain. 

Oct.  16.  Lat.  55°  24' S. ;  long.  77°  27'  AV.  Temperature  of  air,  37°;  of  water,  39°.  Barometer, 
28.94.  Winds:  W.N.  W.,  W.,  W.  S.  W.  First  part,  moderate  and  cloudy,  with  snow  squalls;  second 
part,  moderate  and  rainy ;  third  part,  moderate,  with  snow  and  rain. 

Oct.  17.  Lat.  55°  20' S.;  long.  77°  47' AV.  Current,  S.  39°  E.,  0.6  mile  per  hour.  Barometer,  28.82. 
Winds :  S.  W.  to  W.  S.  ^Y.,  W.  to  W.  N.  AV.,  AV.  N.  AV.  to  N.  by  AV.  First  and  second  parts,  moderate 
and  clear;  third  part,  stormy,  with  rain. 

Oct.  18.  Lat.  55°  34'  S.;  long.  77°  25'  AV.  Current,  S.  39°  E.,  0.6  mile  per  hour.  Temperature  of 
air,  40° ;  of  water,  39°.  Barometer,  28.67.  AViuds :  N.  AV.  to  AV.  N.  AV.,  AV.  N.  AV.,  AV. ;  stormy  weather, 
with  snow  squalls. 

Oct.  19.  Lat.  55°  28'  S. ;  long.  77°  17'  W.  Current,  S.  46°  E.,  1  mile.  Temperature  of  air,  40°  ;  of 
water,  39°.     Barometer,  29.18.     AVinds:  AA'.,  AV.  S.  W. ;  cloudy,  and  fresh  breezes,  with  snow  squalls. 

Oct.  20.  Lat.  52°  50'  S. ;  long.  78°  15'  AV.  Current,  S.  46°  E.,  1  mile.  Temperature  of  air,  40°  ;  of 
water,  40°.  Barometer,  29.52.  AVinds:  S.  AV.,  S.  AV.  by  W.,  S.  W.  by  AV.;  fresh  breezes  and  cloudy, 
with  snow,  rain,  and  hail. 

Oct.  21.  Lat.  50°  10'  S.;  long.  79°  53'  AV.  Current,  S.  42°  E.,  0.5  mile  per  hour.  Temperature  of 
air,  43° ;  of  water,  43°.  Barometer,  30.17.  AVinds :  S.  AA^.  to  S.  S.  AY.,  S.,  S.  S.  E.  to  S.  S.  AA'. ;  moderate, 
with  passing  clouds  and  light  hail. 

Schooner  Cliflon.  (Daggett),  New  Yoi-k  to  Acapulco,  from  Cape  St.  Roque,  32  days  out. 

Sept.  26.  Lat.  50°  31'  S. ;  long.  64°  27'  AV.  Barometer,  28.48  ;  temperature  of  air,  44°  ;  of  water, 
42°.     AVinds :  AV.  by  N.,  N.  N.  E.,  and  N.     Strong  breeze. 

Sept.  27.  Lat.  51°  57'  S.;  long.  64°  27'  AV.  Barometer,  28.48  ;  temperature  of  air,  46° :  of  water, 
41°.     AVinds:  N.  X.  AV.,  N.  N.  E.,  and  N.     Misty  and  cloudy. 

Sept.  28.  Lat.  53°  40'  S. ;  long.  64°  28'  AV.  Barometer,  28.25;  temperature  of  air,  44°;  of  water, 
44°.     AVinds :  N.  W.,  S.  W.,  and  S.  AV.     Strong  breezes  and  passing  squalls. 

Sept.  29.  Lat.  54°  OS'  S.;  long.  63°  42'  W.  Temperature  of  air,  40°  ;  of  water,  42°.  Barometer, 
28.94.     Winds :  AA''.  S.  AY.,  S.  AY.,  and  S.  AA''.     Snow  squalls  and  strong  breezes  ;  saw  Staten  Land. 

Sept.  30.  Lat.  54°  54'  S. ;  long.  63°  28'  AV.  Barometer,  29.25  ;  temperature  of  air,  44°;  of  water, 
42°.     Winds :  N.,  N.  E.,  and  N.  E.     Fair  weather ;  saw  Cape  St.  John. 

Oct.  1.  Lat.  56°  32'  S. ;  long.  66°  00'  AV.  Barometer,  28.65 ;  temperature  of  air,  40° ;  of  water, 
41°.     AVinds :  AV.  by  S.,  AY.  S.  AV.,  and  AV.  S.  AY.     Squally. 

Oct.  2.  Lat.  56°  55'  S.;  long.  65°  48'  W.  Barometer,  28.85;  temperature  of  air,  42°;  of  water,  39°. 
AVinds :   W.  N.  AA'.,  N.  N.  AY.,  and  N.  N.  W.     Some  rain  ;  wind  strong. 

Oct.  3.  Lat.  57°  13'  S. ;  long.  m°  37'  AV.  ]?aronioler,  28.85 ;  temperature  of  air,  41°  ;  of  water,  39°. 
AVinds:  N.,  N.  N.  AA^.,  and  N.     Squally;  an  occasional  blue  sky. 


662  THE   WIND   AND   CURRENT   CHARTS. 

Oct.  4.  Lat.  57°  22'  S.;  long.  67°  31'  W.  Barometer,  28.87;  temperature  of  air,  44°  ;  of  water,  41°. 
Winds :  N.,  E.,  and  E.  N.  E.     Cloudy  and  misty ;  light  wind. 

Oct.  5.  Lat.  56°  57'  S. ;  long.  70°  30'  W.  Barometer,  28.30 ;  temperature  of  air,  46°  ;  of  water,  44°. 
Winds :  N.  E.,  N.  E.,  and  S.  W.     Snow  squalls. 

Oct.  6.  Lat.  57°  05'  S. ;  long.  71°  13'  W.  Barometer,  29.68  ;  temperature  of  air,  40°  ;  of  water,  43°. 
Winds :  W.  N.  W.,  N.,  and  W.  N.  W.     Strong  winds,  and  snow  squall. 

Oct.  7.  Lat.  57°  20'  S. ;  long.  73°  19'  W.  Barometer,  28.80 ;  temperature  of  air,  41°  ;  of  water,  40°. 
Winds :  N.  by  W.,  N.,  and  N.  E.     Moderate  breezes  and  rain. 

Oct.  8.  Lat.  56°  52'  S.;  long.  76°  50'  W.  Barometer,  28.57  ;  temperature  of  air,  44°  ;  of  water,  41°. 
Winds  :  N.  W.,  S.  W.,  and  W.  S.  W.     Cloudy,  light  winds. 

Oct.  9.  Lat.  56°  14'  S. ;  long.  79°  17'  W.  Barometer,  29.27  ;  temperature  of  air,  43°  ;  of  water,  42°. 
Winds  :  S.  E.,  S.  E.,  and  S.  S.  E.     Cloudy  ;  fresh  winds. 

Oct.  10.  Lat.  54°  29'  S. ;  long.  81°  49'  W.  Barometer,  29.60  ;  temperature  of  air,  40°  ;  of  water, 
41°.     Winds :  S.  W.,  S.  W.,  and  W.  N.  W.     Cloudy  and  rainy  ;  light  winds. 

Oct.  11.  Lat.  52°  20'  S.;  long.  82°  14'  W.  Barometer,  29.60;  temperature  of  air,  43°;  of  water, 
42°.     Winds:  W.,  W.  N.  W.,  W.     Cloudy;  fresh  winds  with  rain. 

Oct.  12.  Lat.  50°  21'  S. ;  long.  82°  25'  W.  Barometer,  29.65 ;  temperature  of  air,  43°  ;  of  water, 
43°.     Winds  :  W.,  W.,  W.  by  K     Some  rain. 

Ship  Sea  Witch  (George  W.  Eraser),  New  York  to  San  Francisco,  twenty-one  days  from  St.  Roque. 

Oct.  14,  1852.  Lat.  51°  43'  S.;  long.  64°  15'  W.  Temperature  of  air,  50°;  of  water,  42°.  Winds: 
N.  N.  E.,  N.,  N.  W.     First  and  second  parts,  fresh  and  foggy  ;  third  part,  light  airs. 

Oct.  15.  Lat.  52°  51'  S.;  long.  63°  40'  AV.  Temperature  of  air,  48° ;  of  water,  42°.  Winds :  S.  W., 
S.  E.,  E.  S.  E.     First  and  second  parts,  fresh  breezes ;  third  part,  moderate. 

Oct.  1 6.  Lat.  54°  15'  S. ;  long.  64°  46'  W.  Barometer,  29.47 ;  temperature  of  air,  48° ;  of  water, 
41°.     Winds:  S.  E.,  calm,  W.     First  part,  moderate;  second  part,  calm;  third  part,  light  breezes. 

Oct.  17.  Lat.  55°  33'  S. ;  long.  66°  40'  W.  Barometer,  29.25 ;  temperature  of  air,  46°  ;  of  water, 
42°.     Winds:  W.,  calm,  W.  S.  W.     First  and  second  parts,  light  breezes  ;  third  part,  calm. 

Oct.  18.  Lat.  56°  30'  S.;  long.  67°  16'  W.  Barometer,  29.02;  temperature  of  air,  46°;  of  water, 
42°.  Winds:  W.  S.  W.,  W.,  W.  N.  W.  First  part,  light  airs;  second  part,  fresh  gales;  third  part,  heavy 
gales. 

Oct.  19.  Lat.  56°  02'  S.;  long.  67°  12'  W.  Barometer,  28.70;  temperature  of  air,  42°;  of  water, 
42°.     Winds :  W.  N.  W.,  W.  S.  W.,  W.  S.  W.     Hard  gales ;  third  part,  moderate. 

Oct.  20.  Lat.  56°  30'  S. ;  long.  69°  8'  W.  Barometer,  28.35  ;  temperature  of  air,  44°  ;  of  water,  42°. 
Winds:  W.  N.  W.,  N.  K  W.,  W.  N.  W.     Heavy  gales. 

Oct.  21.  Lat.  56°  15'  S. ;  long.  70°  56'  W.  Barometer,  28.3  ;  temperature  of  air,  41°  ;  of  water,  40°. 
Winds :  W.  N.  W.,  S.,  N.  N.  W.     Hard  gales,  with  .squalls  of  rain,  hail,  and  snow. 


CAI'E    llOKX    TRACKS.  (jij'6 

Oct.  22.  Lat.  57°  12'  S. ;  long.  71°  44'  W.  Barometer,  28.22;  temperature  of  air,  39°;  of  water, 
40°.     Winds:  W.  N.  AV.  throughout.     Hard  gales,  with  gales  of  hail  and  snow. 

Oct.  23.  Lat.  5G°  23'  S. ;  long.  72°  18'  W.  Barometer,  28.12 ;  temperature  of  air,  38° ;  of  water, 
39°.     Winds:  W.  S.  W.,  W.  S.  W.,  calm.     First  and  second  parts,  hard  gales;  third  part,  calm. 

Oct.  24.  Lat.  55°  22'  S.;  long.  73°  25'  W.  Barometer,  27.89  ;  temperature  of  air,  40°  ;  of  water,  40°. 
Winds:  W.  S.  W.,  W.  S.  W.,  calm  and  E.  First  part,  fresh;  second  part,  heavy  gales;  third  ]>art,  calms 
and  light  airs. 

Oct.  25.  Lat.  54°  49'  S. ;  long.  77°  29'  W.  Barometer,  27.97  ;  temperature  of  air,  40°  ;  of  water,  42°. 
Winds:  E.,  N.  W.,  S.  W.     Hard  gales  and  rain. 

Oct.  26.  Lat.  54°  18'  S. ;  long.  78°  47'  W.  Barometer,  28.15;  temperature  of  air,  44°;  of  water, 
43°.     Winds:  S.  W.,  N.N.  W.,N.W.     Hard  gales  and  cloudy. 

Oct.  27.  Lat.  52°  29'  S. ;  long.  79°  24'  W.  Barometer,  28.50  ;  temperature  of  air,  44°  ;  of  water,  44°. 
Winds:  W.,  W.  S.  W.,  W.     Fresh  gales  and  squally. 

Oct.  28.  Lat.  51°  41'  S. ;  long.  80°  15'  W.  Barometer,  28.43 ;  temperature  of  air,  44° ;  of  water, 
43°.     Winds :  W.  N.  W.,  W.  N.  W.,  W.     Fresh  gales  and  squally. 

Oct.  29.  Lat.  49°  47'  S.;  long.  79°  5'  W.  Barometer,  29.10;  temperature  of  air,  45°;  of  water,  44°. 
Winds:  W.  by  N.,  W.  by  N.,  W.  N.  W.     Fresh  gales  and  squally  weather. 

Thomas  W.  Leach  (Joseph  Osgood),  New  York  to  San  Francisco,  sevent^'-livc  days  out. 

Nov.  1.  Lat.  49°  32'  S. ;  long.  65°  27' W.  Current,  N.  35°  E.,  1.1  knot  per  hour.  Barometer, 
29.74;  temperature  of  air,  48°;  of  water,  44°.  Winds:  N.,  N.  N.  W.,  S.  First  and  middle  parts,  fresh 
gales.     Ends  pleasant  breeze. 

Nov.  2.  Lat.  50°  50'  S. ;  long.  65°  04'  W.  Barometer,  29.86  ;  temperature  of  air,  46°  ;  of  water,  48°. 
Winds  :  E.,  N.  E.,  S.     Light  winds  throughout. 

Nov.  3.  Lat.  51°  36'  S.;  long.  64°  57'  W.  Current,  N.  31°  E.,  0.3  knot  per  hour.  Barometer, 
29.90  ;  temperature  of  air,  50° ;  of  water,  44°.  Winds  :  S.  S.  AV.,  calm,  E.  by  S.  Light  airs  and  calms  this 
day. 

Nov.  4.  Lat.  52°  55'  S. ;  long.  65°  13'  ^Y.  Current,  S.  53°  W.  0.6  knot  per  hour.  Barometer, 
29.79;  temperature  of  air,  50°  ;  of  water,  47°.  Winds:  E.N.  E.,  E.N.E.,E.  S.E.  Light  airs  and  pleasant 
throughout. 

Nov.  5.  Lat.  53°  34'  S. ;  long.  65°  58'  W.  Current,  N.  20°  AY.,  0.8  knot  per  hour.  Barometer, 
29.35  ;  temperature  of  air,  47°  ;  of  water,  46°.     AVinds:  E.,  E.,  S.     Light  airs  and  pleasant  throughout. 

Nov.  6.  Lat.  54°  15'  S. ;  long.  64°  85'  W.  Current,  N.  58°  AV.,  30  miles.  Barometer,  29.40 ;  tempera- 
ture of  air,  52°  ;  of  water,  44°.  Winds:  S.  E.by  S.,  calm,  N.  W.  First  and  middle  parts,  light  airs  and 
calm;  latter,  fine  breeze.  At  8  hours  30  min.  A.  AL  saw  Cape  St.  A^incent  bearing  south,  distant  40 
mUes. 

Nov.  7.     Lat.  56°  16'  S.;  long.  65°  55'  W.     Current,  S.  44°  AV.,  27   miles.     Barometer,  29.08;  tem- 


664  TIIK   WIND   AND   CUERKNT   CHARTS. 

perature  of  air,  47°;  of  water,  44°.     Winds:  KW.,  KW.,  KW.byN.     Strong  breezes.     At  6  P.M. 
Cape  St.  John  bore  west.     Land  in  sight  in  the  morning. 

Nov.  8.  Lat.  56°  55'  S.;  long.  65°  18'  W.  Barometer,  29.20  ;  temperature  of  air,  41°  ;  of  water,  43°. 
Winds :  W.  S.  W.  throughout.     Hard  gale,  with  rain,  snow,  and  hail.     An  ngly  sea. 

Nov.  9.  Lat.  57°  09'  S. ;  long.  67°  57'  W.  Barometer,  28.90 ;  temperature  of  air,  44°  ;  of  water,  43°. 
Winds :  W.  S.  W.,  N.  W.,  N.  W.     Commences  moderating.     Morning,  light  and  baflling  airs. 

Nov.  10.  Lat.  57°  23'  S.  (D.  E.);  long.  67°  12'  W.  (D.  K.)  Strong  easterly  current.  Barometer, 
28.50;  temperature  of  air,  39°;  of  water,  41°.  Winds:  calm,  W.,  N.  N.  W.  At  6  P.M.  looking  bad  to 
the  westward.     At  10  A.  M.  hard  gales,  with  hail,  rain,  and  snow.     Ends  hard  gales. 

Nov.  11.  Lat.  57°  38'  S. ;  long.  66°  00'  W.  Current,  strong  easterly.  Barometer,  28.57  ;  temperature 
of  air,  42° ;  of  water,  41°.  Winds  :  S.  W.,  S.  W.,  W.  S.  W.  Heavy  gales.  During  the  forenoon  a  snow 
storm. 

Nov.  12.  Lat.  68°  07'  S. ;  long.  05°  27'  W.  Barometer,  28.80  ;  temperature  of  air,  38° ;  of  water, 
40°.     Winds  :  W.  S.  W.,  S.  W.,  S.  W.     Hard  gales  and  squally  with  hail  and  snow. 

Nov.  13.  Lat.  58°  30'  S. ;  long.  65°  05  W.  Current,  E.  S.  E.,  27  miles.  Barometer,  28.78  ;  tempera- 
ture of  air,  37°;  of  water,  3S°.  AVinds  :  S.  W.  by  W.,  S. W.,  W.  Commences  fresh  gales  and  squally; 
middle  part,  baffling  airs  with  snow;  latter  part,  light  airs.     Ends  squally. 

Nov.  14.  Lat.  57°  55'  S. ;  long.  65°  44'  W.  Current,  E.,  20  miles.  Barometer,  29.03 ;  temperature 
of  air,  37°  ;  of  water,  38°.     Winds  :  W.,  S.  W.,  W.     Strong  breezes,  with  snow. 

Nov.  15.  Lat.  59°  01'  S. ;  long.  68°  36'  W.  Current.  E.  by  S.,  20  miles.  Barometer,  28.48 ;  temper- 
ature of  air,  40°;  of  water,  39°.  Winds:  W.  N.  AY.,  N.  AV.  by  AV.,  AV.  by  S.  Fresh  gales,  with  frequent 
snow  squalls. 

Nov.  16.  Lat.  58°  08'  S.;  long.  69°  31'  W.  Current,  S.  43°  E.,  17  miles.  Barometer,  29.04;  temper- 
ature of  air,  36°;  of  water,  40°.  AA^inds:  W.  S.  W.,  S.  S.  W.,  S.  S.  AV.  Commences  squally;  snow  and 
hail ;  at  8  P.  M.  hard  gales,  which  lasted  all  night.     Ends  moderating. 

Nov.  17.  Lat.  58°  00'  S.;  long.  71°  30'  W.  Current,  E.,  15  miles.  Barometer,  28.64;  temperature 
of  air,  43°;  of  water,  40°.  AVinds:  S.  AV.,  N.  N.  AY.,  W.  N.  AY.  Commences  light  breezes;  middle  and 
latter  parts,  cloudy  with  rain. 

Nov.  18.  Lat.  57°  33'  S.;  long.  71°  44'  W.  Current,  easterly.  Barometer,  28.98;  temperature  of 
air,  40° ;  of  water,  40°.  AYinds :  AY.,  AY.,  S.  AY.  At  4  P.  M.  wore  ship  to  the  west.  Evening,  hard  squalls 
from  west ;  bad  sea ;  wind  increased  to  a  hard  gale. 

Nov.  19.  Lat.  56°  48'  S. ;  long.  73°  00'  AV.  Barometer,  29.10 ;  temperature  of  air,  40°  ;  of  water,  40°. 
AYiuds :  S.  AY.,  baffling,  N.  Commences  moderating ;  middle  part,  light  breezes ;  morning  fresh  breeze  and 
rainy. 

Nov.  20.  Lat.  55°  48'  S.;  long.  77°  39'  AY.  Barometer,  29.06 ;  temperature  of  air,  40° ;  of  water,  40°. 
AYinds :  S.  E.,  E.,  E.  by  N.     Strong  breezes  and  large  sea. 


CAl'E    HORN   TKACKS.  665 

Kov.  21.  Lat.  54°  05'  S. ;  long.  81°  12'  W.  Barometer,  29.12  ;  temperature  of  air,  40° ;  of  water,  40°. 
AVimls :  E.  throughout.     Strong  breez;es  and  cloudy. 

Nov.  22.  Lat.  51"  52'  S.;  long.  84°  24'  AV.  Barometer,  29.38;  temperature  of  air,  43°;  of  water, 
41°.     Winds :  E.  N.  E.,  E.  S.  E.,  E.  S.  E.     Fine  breezes  and  cloudy. 

Nov.  23.  Lat.  50°  89'  S.;  long.  85°  17'  W.  Barometer,  29.78;  temperature  of  air,  44°  ;  of  water, 
41°.     Wind.s  :  E.  S.  E.,  S.  S.  E.,  S.  E.     Light  breezes  and  cloudy. 

Nov.  24.  Lat.  49°  41'  S.;  long.  86°  05'  W.  Barometer,  21) .«0  ;  temperature  of  aii-,  44°  ;  of  water, 
42°.     "Winds :  W.  N.  "W.,  E.  N.  E.,  E.     Light  airs  aud  caha ;  cloudy  weather. 

John  Wack  (J.  II.  Little),  fifty-two  daj's  out. 

Nov.  4,  1852.  Lat.  50°  00'  S. ;  long.  63°  58'  W.  Barometer,  29.40  ;  temperature  of  air,  45°  ;  of  water, 
43.     Winds:  E.,  E.bv  S.,  E.     Strong  breezes  and  squalls,  with  constant  rain. 

Nov.  5.  Lat.  50°  50'  S. ;  long.  60°  45'  "W.  Barometer,  29.30  ;  temperature  of  air,  44°  ;  of  water,  43°. 
Winds:  E.  S.  E.,  S.,  and  S.  by  W.  Light  breezes  and  rainy;  latter  part,  clear.  A  Imnpie  in  company, 
sounded  iu  70  fathoms  water. 

Nov.  6.  Lat.  51°  41'  S.;  long.  66°  16'  \V.  Barometer,  29.50  ;  temperature  of  air,  50°;  of  water,  54°. 
Winds :  S.  W.,  calm,  and  N.     Light  baffling  winds  and  fine  weather. 

Nov.  7.  Lat.  53°  35'  S. ;  long.  64°  36'  W.  Barometer,  29.30 ;  temperature  of  air,  52°  ;  of  water,  45°. 
Winds  :  N.  E.,  N.  E.,  N.  N.  E.     Light  breezes  and  cloudy.     Saw  many  whales. 

Nov.  8.  Lat.  55°  34'  S. ;  long.  64°  36'  W.  Current,  E.  N.  E.,  40  miles.  Barometer,  29.10  ;  tempera- 
ture of  air,  45°  ;  of  water,  44°.  Winds  :  N.,  N.  W.,  and  W.  Light  baffling  winds  and  squally,  and  calm. 
At  5  P.M.  Staten  Land  bore  south,  distant  26  miles.  At  8  A.M.  Cape  St.  John,  S. byE.,  distant  18  miles. 
A  strong  easterly  current.  .  ' 

Nov.  9.  Lat.  56°  26' S. ;  long.  66°  58' W.  Current,  E.,  20  miles.  Barometer,  28.80;  temperature 
of  air,  45°;  of  water,  48°.  Winds:  N.  N.  E.,  N.,  N.N.  W.  Light  breezes  and  pleasant.  Latter  part, 
moderate  breezes  aud  perfectly  clear.  At  12  M.  Capo  Horn  bore  N.  by  W.  -J  W.,  true,  distant  80  miles. 
Barometer  falling  steadily. 

Nov.  10.  Lat.  57°  02'  S. ;  long.  67°  01'  W.  Barometer,  28.60 ;  temperature  of  air,  40°;  of  water,  42°. 
Winds:  S.  W.,  S.S.  W.,  N.  W.  First  part,  light  airs;  middle  and  latter  parts,  heavy  gales,  with  heavy 
squalls  of  wind  and  rain.  At  12  M.  close  reefed  the  topsails.  At  6  P.  M.  spoke  the  ship  Golden  City,  who 
sailed  four  days  previous.  Cape  Horn  bore  N.  W.,  distant  18  miles.  Passed  another  ship  standing  the 
same  way  with  ourselves.     Barometer  falling  very  fast. 

Nov.  11.  Lat.  57°  50'  S. ;  long.  i)(j°  00'  W.  Barometer,  28.40  ;  temperature  of  air,  88°  ;  of  water,  39°. 
Winds :  S.  S.  W.,  S.  W.,  S.  W.     Weather  the  same  as  yesterday. 

Nov.  12.     Lat.  58°  13'  S. ;  long.  65°  27'  W.     Current,  E.,  for  two  days,  60  miles.     Barometer,  28.50; 
temperature  of  air,  37°  ;  of  water,  38°.     Winds  :  S.  W.,  S.  W.,  and  S.  W.by  S.      Weather  the  same,  with 
frequent  snow  squalls. 
84 


666  THE  WIND  AND  CURRENT  CHARTS. 

Nov.  13.  Lat.  57°  39'  N. ;  long.  66°  27'  W.  Current,  ea.st,  20  miles.  Barometer,  28.60 ;  tempera- 
ture of  air,  35° ;  water,  37°.  Winds :  S.  W.,  S.  S.  W.,  and  S.  W.  Heavy  gales,  and  squalls  of  snow  and 
sleet. 

Nov.  1-i.  Lat.  57°  27'  N.;  long.  67°  47'  W.  Current,  E.,  1-i  miles.  Barometer,  28.80;  temperature 
of  air,  3S°;  water,  37°.  AVinds:  S.  S.  W.,  S.  W.,  and  W.  S.  W.  First  and  middle  parts,  fresh  gales,  with 
lieavy  squalls  of  wind  and  snow ;  a  heavy  head  sea.     Two  barques  in  company. 

Nov.  15.  Lat.  28°  20'  S. ;  long.  69°  53'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.50 ;  tem- 
perature of  air,  38°;  of  water,  37°.  Winds:  W.  S.  W.,  AV.  N.  AY.,  and  AY.  Calms,  and  very  heavy  squalls 
of  snow ;  double  reefs ;  exchanged  signals  with  the  barque  Isabelita  Hyne. 

Nov.  16.  Lat.  57°  18'  N.;  long.  71°  39'  AY.  Current,  east,  10  miles.  Barometer,  28.90;  tempera- 
ture of  air,  39°  ;  of  water,  38°.  AVinds:  S.  S.  AY.,  S.  S.  AY.,  S.  AY.  First  and  middle  parts,  heavy  gale; 
close  reef  topsails  and  courses ;  severe  squalls  of  snow.     Latter  part,  moderate. 

Nov.  17.  Lat.  57°  51'  S. ;  long.  73°  55'  AY.  Current,  E.  N.  E.,  20  miles.  Barometer,  28.50 ;  tempera- 
ture of  air,  -40°  ;  of  water,  38°.  AYimls :  N.,  AY.  by  S.,  AY.  Moderate  breezes,  and  showery  ;  at  4  P.  M. 
wore  ship. 

Nov.  18.  Lat.  55°  51'  S.;  long.  76°  05'  AY.  Barometer,  28.90;  temperature  of  air,  10°;  of  water, 
41°.     AYinds :  AY.  S.  AY.,  S.  AY.,  AY.  S.  AY.     Heavy  squalls  and  heavy  sea. 

Nov.  19.  Lat.  55°  02'  S. ;  long.  78°  12'  AY.  Current,  E.  N.  E.,  20  miles.  Barometer,  28.60 ;  tempera- 
ture of  air,  42°;  of  water,  41.     AYinds:  AY.,  N.  W.,  and  AY.     Moderate  breezes  and  cloudy. 

Nov.  20.  Lat.  53°  50'  S.;  long.  78°  41'  W.  Current,  E.  N.  E.,  20  miles.  Barometer,  29.00;  tem- 
perature of  air,  44°  ;  of  water,  43°.  AYinds:  AY.  by  N.,  AY.  by  N.,  and  AY.  S.  AY.  Light  baffling  squalls 
and  calms. 

Nov.  21.  Lat.  50°  48'  S.;  long.  82°  00'  AY.  Barometer,  28.70;  temperature  of  air,  45°;  of  water, 
44°.     AYinds:  AY.  S.  AY.,  E.  N.  E.,  E.  N.  E.     Moderate;  latter  part,  strong  breezes  and  rain. 

Nov.  22.  Lat.  49°  24'  S. ;  long.  84°  01'  AY.  Current,  east,  35  miles  in  two  days.  Barometer,  29.10 ; 
temperature  of  air,  46°;  of  water,  46°.  AYinds:  E.  S.  E.,  E.  S.  E.,  and  S.  S.  E.  Light  breezes  and  rainy; 
passed  two  vessels  steci'ing  north. 

Ship  White  iS'jiiall  (B.  Lockwood),  New  York  to  San  Francisco,  twenty-two  days  from  Cape  St.  Eoque. 

Nov.  8,  1850.  Lat.  51°  12'  S.;  long.  64°  50'  W.  Barometer,  29.70;  temperature  of  air,  64°. 
AYinds :  N.  AY.,  and  S.  E.     Moderate  weather. 

Nov.  9.  Lat.  53°  38'  S.;  long.  65°  15'  W.  Barometer,  29.60  ;  temperature  of  air,  65°.  Winds:  AY. 
and  S.     Moderate  winds. 

Nov.  10.  No  observation.  Barometer,  29.40  ;  temperature  of  air,  50°.  AYind:  W.  Gale  at  12  hours 
30  min. ;  made  Capo  St.  John  at  11  A.  M. ;  passed  the  Straits  of  Le  ^[aire. 

Nov.  11.  Lat.  56°  36' S.;  long,  no  observation.  Barometer,  29.40  ;  temperature  of  air,  35°.  AYind: 
W.     Close  reefs;  rain  and  hail  squalls. 


CAl'K   HORN   TRACKS.  667 

Nov.  12.  Lilt.  r,ij°  13'  S. ;  long.  G5°  58'  W.  Barometer,  20.10;  temperature  of  air,  35°.  Wind:  W. 
Snow  and  hail  .si|uall.s. 

Kov.  13.  Lat.  56°  37'  S.;  long.  66°  05'  W.  Barometer,  29.10.  Winds :  W.,  W.  by  N.,  and  W.by  N. 
Strong  snow  and  hail  squalls. 

Nov.  14.  Lat.  57°  15'  S. ;  long.  65°  52' W.  Barometer,  28.75 ;  temperature  of  air,  34°.  Wind: 
W.  N.  W.,  strong ;  snow  and  hail  squalls. 

Nov.  15.  Lat.  57°  50'  S.;  long.  65°  59'  W.  Barometer,  28.70;  temperature  of  air,  33°.  Wind: 
AV.  N.  W.,  strong;   snow  and  hail  squalls. 

Nov.  16.  Lat.  57°  57'  S.;  long.  65°  40'  W.  Barometer,  29.00;  temperature  of  air,  35°.  Wind: 
AY.  N.  AY.,  strong ;  snow  and  hail  squalls. 

Nov.  17.  Lat.  uQ°  56'  S.;  long.  6{j°  43'  W.  Barometer,  29.20;  temperature  of  air,  34°.  AA'ind  : 
AY.  S.  AY.,  strong ;  hail  and  snow. 

Nov.  18.  Lat.  57°  16' S.;  long.  66°  28' AY.  Barometer,  29.40 ;  temperature  of  air,  33°.  AYind  : 
W.,  strong ;  hail  and  snow  squalls. 

Nov.  19.  Lat.  57°  37'  S. ;  long.  66°  38'  W.  Barometer,  29.00  ;  temperature  of  air,  34°.  AYinds :  W., 
W.  N.  AY.,  and  W.  N.  AY.,  strong ;  snow  and  hail  squalls. 

Nov.  20.  Lat.  65°  52'  S.;  long.  57°  28'  W.  Barometer,  29.00;  temperature  of  air,  35°.  AYind:  AY., 
strong ;  snow  and  hail  squalls. 

Nov.  21.  Lat.  57°  07'  S.;  long.  08°  10'  AY.  Barometer,  29.20;  temperature  of  air,  32°.  Winds: 
S.  AY.,  AY.  N.  AY.,  strong ;  saw  Diego  Ramirez. 

Nov.  22.  No  observation.  Barometer,  29.00  ;  temperature  of  air,  35°.  AA'inds  :  S.  AY.,  and  AA'.N.  AY., 
strong  breeze ;  snow  and  hail. 

Nov.  23.  Lat.  57°  49'  S.;  long.  70°  20'  W.  Barometer,  29.00;  temperature  of  air,  28°.  AYind  :  AY. 
Close  reefs ;  snow  and  hail. 

Nov.  24.  Lat.  59°  23'  S. ;  long.  74°  10'  AY.  Barometer,  29.20 ;  temperature  of  air,  29°.  Wind  : 
W.  N.  AY.     Close  reefs. 

Nov.  25.  No  observation.  Barometer,  29.00;  temperature  of  air,  28°.  AYiud  :  AY.  Lying  to;  snow 
and  hail  squalls. 

Nov.  26.  Lat.  58°  42'  S.;  long.  74°  27'  AY.  Barometer,  28.90 ;  temperature  of  air,  30°.  AYind: 
W.N.  AY.     Lying  to;  snow  and  hail  squalls. 

Nov.  27.  Lat.  57°  47'  S. ;  long.  74°  10' AY.  Barometer,  28.20 ;  temperature  of  air,  33.  AYinds: 
N.  N.  AA'.  and  AY.  S.  AY.     Lying  to,  snow  and  hail. 

Nov.  28.  Lat.  55°  19'  S. ;  long.  73°  28'  AY.  Barometer,  29.20  ;  temperature  of  air,  37°.  Wind : 
AY.  S.  AY.     Close  reefs. 

Nov.  29.  Lat.  54°  51'  S. ;  long.  74°  25'  AY.  Barometer,  29.60 ;  temperature  of  air,  45°.  AA'ind : 
S.  W.     First  part,  elose  reefs;  latter  part,  light  airs  and  calm. 


THE   WIND   AND   CURRENT   CHARTS. 

Nov.  30.  Lat.  52°29'  S. ;  long.  78°  28' AV.  Barometer,  29.80.  Wind:  S.  W.  Fine  weather;  all 
studding  sail. 

Dec.  1.  Lat.  50°  23'  S. ;  long.  80°  o4'  W.  Barometer,  30.25 ;  temperature  of  air,  G0°.  Winds : 
S.  W.,  S.  W.,  and  S.  E.     Fine  weather. 

Ship  Scnnlor  (Roland  F.  Coffin),  New  York  to  San  Francisco,  60  days  out. 

Nov.  12,  1853.  Lat.  50°  04'  S. ;  long.  63°  00'  W.  Barometer,  20.19  ;  temperature  of  air,  52°  ;  of 
water,  -46°.  Winds  :  AV.,  calm,  W.  First  jiai-t,  good  winds  ;  at  1  P.  M.  until  4  A.  M.  calm  ;  barometer 
fell  to  29.32  ;  went  up  in  an  hour,  to  29.40,  as  the  breeze  freshened;  after  4  A.  ^[.  it  again  fell;  at  8  A.  M. 
barometer,  29.30.  I  do  not  see  tliat  it  is  a  guide  to  be  depended  on  certainly  ;  my  experience  this  passage 
would  show  its  flxU  to  be  followed  by  delightful  weather.     Ends  light  breeze  from  west. 

Nov.  13.  Lat.  52°  04'  S.;  long.  03°  56'  W.  Barometer,  29.04;  temperature  of  air  48°;  of  water, 
46°.  Winds:  W.  by  S.,  W.  by  S.,  S.  W.  by  S.  Fine  weather;  barometer  still  falling  at  10  P.  M.  28.97  ; 
we  shall  certainly  have  some  l-ind  of  weather.     Ends  with  fresh  breezes  ;  heavy  dew  for  the  last  two  nights. 

Nov.  14.  Lat.  52°  27'  S. ;  long.  65°  34'  W.  Barometer,  29.45;  temperature  of  air,  46°;  of  water, 
46°.  Winds:  S.  W.  by  S.,  ealm,  S.  W.  by  S.  First  part,  fresh;  middle,  calm ;  saw  Aurora  Australis;  the 
quadrant  from  S.  E.  to  S.  W.,  to  altitude  of  30° ;  sky  cloudless  ;  heavy  mass  of  clouds  in  S.  E. ;  latter 
part,  moderate  breezes. 

Nov.  15.  No  observation.  Barometer,  28.80  ;  temperature  of  air,  38° ;  of  water,  40.  Winds :  W., 
W.  N.  W.,  N.  W.  to  S.  W.  First  part,  fine  weather  ;  middle  part,  moderate  gale.  At  4  A.  M.  made  Cape 
St.  Diego,  bearing  S.  per  compass,  distant  20  miles ;  intended  to  pass  through  the  Straits  of  Le  Maire,  but 
wind  headed  me  off.     Kept  away  for  Cape  St.  John  ;  at  meridian  it  bore  E.  S.  E.,  distant  15  miles. 

Nov.  16.  Lat.  55°  20'  S. ;  long.  63°  00'  W.  Barometer,  29.0  ;  temperature  of  air,  40°  ;  of  water,  42°. 
Winds:  ealm,  AV.,  S.  S.  AV.     Begins  calm;  middle,  fresh  breezes;  latter,  a  gale  with  snow  and  hail. 

Nov.  17.  Lat.  55°  30'  S.;  long.  62°  30'  AV.  Barometer,  29.07  ;  temperature  of  air,  40°  :  of  water, 
40°.  AVinds :  S.  AV.,  culm,  AV.  Begins  hard  gale ;  found  we  had  been  set  to  the  eastward  li  knot  the 
last  24  hours ;  middle,  calm  ;  latter,  light  airs.     AVe  had  a  strong  set  to  the  N.  E.  this  day. 

Nov.  18.  Lat.  56°  40'  S. ;  long.  63°  12'  W.  Barometer,  28.88 ;  temperature  of  air,  42° ;  of  water, 
42°.     AVinds;  AV.,  S.  AV.,  AV.  S.  AV.     First  and  middle  part,  fine  weather;  latter,  hard  gale  from  AV.S.  W. 

Nov.  19.  No  observation.  Barometer,  29.15;  temperature  of  air,  41°;  of  water,  42°.  AVinds: 
AV.S.  AV.,  AV.  S.  AV.,  AV.  N.  AV.     First,  hard  gale  ;  middle  and  latter,  moderate  with  snow. 

Nov.  20.  Lat.  57°  00'  S. ;  long.  06°  41'  AV.  Barometer,  29.29  ;  temperature  of  air,  40°  ;  of  water, 
44°.     AVinds:  AV.N.  AV.,  AV.S.  AV.,  E.     First  and  middle,  fresh  breezes  ;  latter,  moderate. 

Nov.  21.  Lat.  57°  00'  S. ;  long.  71°  40'  AV.  Barometer,  29.29 ;  temperature  of  air,  38° ;  of  water, 
42°.  AVinds  :  E.  N.  E.,  E.  N.E.,  S.E.  First  part,  thick  snow  storm  ;  middle,  snow  storm  ;  latter  part,  heavy 
snow.     Point  Blancard  just  in  sight  astern. 


CAPE   HOUN   TRACKS.  669 

Nov.  22.  Lat.  56°  25'  S.;  long.  74°  22'  W.  Barometer,  29.28;  temperature  of  air,  40°;  of  water, 
42°.     WiiuLs:  S.  E.,  S.  \i.,  S.     Fine  weather  and  smooth  sea. 

Nov.  2o.  Lat.  54°  26'  S. ;  long.  76°  30'  W.  Barometer,  29.70;  temperature  of  air,  42°;  of  water, 
44°.  Winds:  S.  \V.,  S.  W'.,  W.  S.  W.  First  part  moderate,  with  squalls  of  snow  aad  hail;  middle  and 
latter  parts,  moderate. 

Nov.  24.  Lat.  52°  07'  S.;  long.  78°  36'  W.  Barometer,  29.96;  temperature  of  air,  48°;  of  water, 
48°.     Winds:  W.S.  W.,  S.  W.,  S.  \\^.     Sky  overcast;  wind  increasing;  middle  and  latter  parts,  moderate. 

Nov.  25.  Lat.  50°  59'  S.;  long.  80°  30'  ^\^  Barometer,  30.07;  temperature  of  air,  52°;  of  water, 
48°.     Winds  :  S.  8.  W.,  E.S.  K.,  E.  S.  E.     Light  winds  and  ]>k-asaut. 

Bri(/  Tigris  (0.  Howe),  Salem  to  San  Francisco,  from  Cape  St.  Eoque,  thirty-two  days. 

Nov.  14,  1850.  Lat.  50°  32'  S. ;  long.  61°  52'  W.  Temperature  of  air,  57°  ;  of  water,  48°.  Winds  : 
W.  by  S.,  S.  W.,  and  W.  by  S.     Strong  gales,  and  cloudy. 

Nov.  15.  Lat.  51°  58'  S.;  long.  64°  16'  W.  Temperature  of  air,  51°;  water,  48°.  Winds:  W., 
N.  N.  W.,  and  W.  N.  W.     Strong  winds  and  large  sea.     Current,  S.  51°  E.,  48  miles. 

Nov.  16.  Lat.  53°  35'  S. ;  long.  63°  50'  W.  Temperature  of  air,  50°;  of  water,  48°.  Winds: 
W.  N.  W.,  W.  by  N.,  "W.  N.  AV.  First  part,  strong  winds  and  clear;  middle  part,  heavy  gale.  Current, 
E.,  24  miles. 

Nov.  17.  Lat.  55°  12'  S. ;  long.  63°  41'  W.  Temperature  of  air,  50°;  of  water,  48°.  Winds: 
W.  S.  W.,  W.  N.  W..  and  variable.  Fresh  breezes  and  cloudj',  squally  weather;  at  5  A.  M.  made  Statea 
Land.     Current,  E.,  24  miles. 

Nov.  18.  Lat.  56°  09'  S.;  long.  65°  00'  W.  Current,  E.,  20  miles.  Temperature  of  air,  50°;  of 
water,  47°.     Winds:  W.,  N.  W.,  and  W.     Light  breezes  and  cloudy;  latter  part,  fresh  breezes. 

Nov.  19.  Lat.  56°  41'  S.  ;  long.  (io°  57'  W.  Temperature  of  air,  51°;  of  water,  47°.  Winds:  W., 
X.  W.,  and  W.  N.  W.     Fresh  gales  and  squally ;  at  9  A.  ^1.  wind  hauled  to  N.  \V. 

Nov.  20.  Lat.  57°  00'  S. ;  long.  65°  48'  W.  Temperature  of  air,  50°  ;  of  water,  47°.  Winds :  W.  by  S., 
W.  N.  W.,  and  N.  W.     Heavy  gales,  with  lightning. 

Nov.  21.  Lat.  56°  55'  S.;  long.  65°  46'  W.  Temperature  of  air,  48°;  of  water,  48°.  Strong  gales 
and  squally,  with  rain;  middle  part,  more  moderate,  and  calm ;  latter  part,  gales  and  rain. 

Nov.  22.  Lat.  56°  26'  S.;  long.  68°  00'  W.  Current,  E.,  21  miles.  Temperature  of  air,  51°;  of 
water,  47°.     W'inds:  N.  W.,  W.,  and  S.  W.     Strong  gales  and  heavy  sea. 

Nov.  23.  Lat.  57°  43'  S.;  long.  69°  08'  W.  Current,  E.,  24  miles.  Winds:  N.  \V.,  W'.,  and  S.  W. 
Temperature  of  air,  51° ;  of  water,  47°.  Hard  gales.  Cape  Horn  bearing  north,  25  miles.  Chronometer 
is  right. 

Nov.  24.  Lat.  57°  17'  S. ;  long.  71°  30'  W.  Temperature  of  air,  45°  ;  of  water,  44°.  Winds :  W.  by  S., 
N.  W.,  and  N.  W.     Strong  gales  and  cloudy,  with  rain. 


670 


THE  WIND  AND  CURRENT  CHARTS. 


Nov.  25.  Lat.  57°  17'  S. ;  long.  72°  28'  W.  Temperature  of  air,  U°  ;  of  water,  42°.  Wiuds :  W., 
W.  N.  W.,  and  AV.  N.  W.     Hard  gales  and  squally,  with  bail  and  snow. 

Nov.  2(5.  Lat.  69°  31'  S.;  long.  74°  57'  W.  Tempei'ature  of  air,  45°;  of  water,  42°.  Winds: 
W.  N.  W.,  N.  W.,  and  N.     Heavy  gales  and  squally,  with  hail  and  snow. 

Nov.  27.  Lat.  59°  10'  S.;  long.  76°  24'  W.  Temperature  of  air,  45°;  of  water,  43°.  Winds: 
N.  N.  W.,  W.  S.  W.,  and  S.  W.     Strong  gales,  and  squalls  with  rain. 

Nov.  28.  Lat.  57°  50'  S. ;  long.  76°  30'  W.  Current,  E.,  24  miles.  Temperature  of  air,  45°;  of 
water,  44°.     Winds :  W.,  S.  AY.,  and  W.     Strong  galesand  hard  squalls,  with  snow  and  sleet. 

Nov.  29.  Lat.  56°  04'  S. ;  long.  78°  56'  W.  Current,  E.,  26  miles.  Temperature  of  air,  46°;  of 
Avater,  44°.     Winds :  S,  AV.  by  S.,  S.  S.  AY.,  and  S.     Fresh  breezes,  and  squalls  of  snow  and  hail. 

Nov.  30.  Lat.  53°  46'  S. ;  long.  80°  41'  AA".  Current,  E.,  24  miles.  Temperature  of  air,  49° ;  of 
water,  45°.     AVinds:  S.,  S.  S.  AY.,  and  S.  AY.     Fresh  breezes  from  the  S.  W.,  and  snow  squalls. 

Dec.  1.  Lat.  52°  20'  S. ;  long.  81°  33'  AY.  Current,  E.,  24  miles.  Temperature  of  air,  53° ;  of  water, 
47°.     AYiuds:  S.  AY.,  S.,  and  S.  by  E.     Light  breezes  and  cloudy  weather. 

Dec.  2.  Lat.  50°  05'  S. ;  long.  81°  40'  AY.  Temperature  of  air,  52°;  of  water,  48°.  Winds: 
E.  S.  E.,  E.,  and  E.  by  S.     Moderate  winds  and  cloudy  weather. 


Shij}  Revere  (Charles  AY.  Hamilton),  Boston  to  California,  sixty-two  days  out. 

Nov.  16,  1852.  Lat.  49°  24'  S.;  long.  52°  41'  W.  Barometer,  29.31;  temperature  of  air,  40°. 
Winds :  N.  N.  AY.,  AA^.  N.  AY.,  AY.  First  part,  moderate  ;  middle  and  latter,  squally,  with  gales  of  snow 
and  hail. 

Nov.  17.  Lat.  50°  48' S. ;  long.  52°  51' AY.  Barometer,  29.36 ;  temperature  of  air,  40°.  AYinds: 
AY.,  AA^.  S.  AY.,  AY.  by  N. ;  squally,  with  gales  of  snow  and  hail. 

Nov.  18.  Lat.  51°  49'  S.;  long.  55°  19'  AY.  Barometer,  29.26;  temperature  of  air,  40°.  AYinds: 
W.  by  N.,  AY.  N.  AY.,  N.  AY. ;  baffling  and  squally  weather. 

Nov.  19.  Lat.  53°  49'  S. ;  long.  56°  04'  AY.  Barometer,  30.1 ;  temperature  of  air,  40°.  Winds : 
N.  AY.  by  AY.,  AY.,  AY. ;   changeable  and  squally,  with  heavy  sea  from  S.  S.  AY. 

Nov.  20.  Lat.  58°  40' S. ;  long.  86°  13' AY.  Barometer,  29.23  ;  temperature  of  air,  48°.  Winds: 
W.,  N.  N.  AY.,  S.  AY.  by  S. ;  weather  changeable ;  ends,  light  airs  and  rain. 

Nov.  21.  Lat.  55°  04' S. ;  long.  60°  47' AY.  Barometer,  29.28 ;  temperature  of  air,  40.°  AYinds: 
S.  AY.  by  S.,  N.  to  N.  W.,  N.  AY.;  light  breezes  and  light  rain  ;  middle,  calm  ;  latter,  airs. 

Nov.  22.  Lat.  55°  46' S.;  long.  64°  32' AY.  Barometer,  29.26;  temperature  of  air,  40°.  Winds: 
N.  AA^.,  S.  to  S.  S.  E.,  S.  S.  E.;  changeable  and  cloudy,  with  snow  squalls,  calms,  and  baffling  airs. 

Nov.  23.  Lat.  56°  43' S.;  long.  66°  19'  W.  Barometer,  29.28 ;  temperature  of  air,  40°.  Winds: 
S.  S.  E.  to  S.  AY.,  AY.,  AY.  S.  AY. ;  changeable  and  baffling;  made  Staten  Land,  distant  about  50  or  60 
miles ;  had  a  current  in  our  favor  for  last  48  hours. 


CAl'E    HORN    TKACKS.  671 

Nov.  24.  Lat.  57°  58'  S. ;  long.  66°  09'  W.  Barometer,  29.30.  Winds :  W.  S.  W.,  S.  W.,  S.  S.  W. ; 
strong  breezes  and  .si|uallj,  rain,  liail,  and  snow. 

Nov.  25.  No  observation.  Barometer,  30.12.  Winds:  S.  S.  W.,  S.  S.  W.,  S.  W.;  changeable 
weather;  made  the  land  off  Cape  Horn,  bearing  uortli. 

Nov.  26.  Lat.  56°  48'  S.;  long.  67°  54'  W.  Barometer,  30.12.  Winds :  W.  S.  W.,  S.  ^V. ;  calm  and 
baffling  airs,  light  breezes  and  fine  weather. 

Nov.  27.  Lat.  57°  42' S.;  long.  70°  24' W.  Barometer,  29.:!1.  Winds:  E.,  W.N.  W.,  N.  N.  W. 
First  part,  light  breezes  and  })leasant;  middle,  fresh;  latter,  moderate;  cloudy  and  foggy  weather. 

Nov.  28.  Lat.  28°  45'  S. ;  long.  73°  28' W.  Barometer,  29.21.  Winds:  W.  N.  W.  throughout; 
fine  breezes  and  squally. 

Nov.  29.  Lat.  59°  08'  S.;  long.  74°  33'  W.  Barometer,  29.19.  Winds:  W.N.  W.,  W.,  W.  S.  W. 
to  N.  W^. ;  baffling  airs  and  squally,  with  snow,  hail,  and  rain. 

Nov.  30.  Lat.  58°  56'  S.;  long.  74°  37'  W.  Barometer,  29.23.  Winds:  N.  W.  and  calm,  calm  and 
S.  S.  W. ;  changeable  airs  and  calms,  and  squally  appearances. 

Dec.  1.  Lat.  56°  23'  S.;  long.  76°  45'  W.  Current,  E.  by  N.,  24  miles.  Barometer,  29.35.  Winds: 
bafiling  S.  S.  W.,  S.  W.  by  W.,  W.  S.  W. ;  variable  airs;  squalls  of  snow,  hail,  and  rain. 

Dec.  2.  Lat.  55°  11'  S. ;  long.  77°  48'  W.  Current,  S.  by  E.,  16  miles.  Barometer,  29.36.  Winds: 
baffling  W.  S.  W.,  S.  S.  W.,  S. ;  variable  breezes  and  calm ;  latter,  good  Ijreezes. 

Dec.  3.  Lat.  53°  04'  S.;  long.  80°  06'  W.  Barometer,  30.  Winds:  S.  by  W.  to  S.  W.,  S.  E.  E.  to 
N.  E. ;  variable  airs  and  cloudy. 

Dec.  4.  Lat.  50°  54'  S. ;  long.  83°  29'  W.  Current,  S.  W.  by  S.,  37  miles.  Winds :  N.  E.,  S.  E.,  S.  W. ; 
variable  breezes,  and  cloudy,  rainy  weather. 

Adelaide  Metcalfe  (George  Scott). 

Dec.  4,  1853.  Lat.  45°  09'  S. ;  long.  53°  42'  W.  Barometer,  29.55 ;  temperature  of  air,  52°;  of  water, 
49^°;  water,  at  10  feet  6  inches  depth,  49i°.  Winds:  W.  S.  W.,  W.  S.  W.,  N.  W.  First  and  middle, 
moderate  and  clear ;  latter,  light  airs,  calm  and  rainy.  At  8  P.  M.  water  64°  and  at  9  A.  il.  as  per 
log.  I  think  it  very  singular,  so  great  a  change  from  cold  to  warm,  and  the  reverse,  when  we  have  made 
so  little  distance.  Saw  one  patch  of  kelp.  The  water  has  the  appearance  of  being  shoal,  and  has  most  of 
the  time  for  several  days.  At  12  M.  the  barometer  down  to  29.44,  and  falling  slowly;  think  it  indicates 
northerly  winds  ;  no  observations.  : 

Dec.  5.  Lat.  46°  01'  S.;  long.  54°  02'  W.  Current,  E.  N.  E.,  |  knot  per  hour.  Barometer,  29.49; 
temperature  of  air,  62°;  of  water,  51  J° ;  Avater,  at  10  feet  6  inches  in  depth,  51J°.  Winds:  N.  N.  W., 
S.  E.,  N.  E.  First  and  last  parts,  cloudy  at  times,  some  rain;  wind  baffling,  but  averaging  as  per  log; 
middle  part,  clear;  barometer  has  varied  several  times,  and  the  water  from  2°  to  3°;  twice  saw  several 
patches  of  kelp  ;  most  of  the  time  a  bad  sea  from  southward  :  ends  clear,  and  very  light  airs  from  N.  N.  W. 
Think  my  D.  R.  was  wrong  yesterday. 


672  THE  WIND  AND  CUKKENT  CUAKTS. 

Dec.  6.  Lat.  47°  07'  S.;  long.  55°  04'  AY.  Barometer,  29.00;  temperature  of  air,  47°;  of  water, 
47 J° ;  water,  at  10  feet  0  inches  in  deptli,  47i°.  Winds:  W.,  W.  S.  ^Y.,  N.  N.  AY.  All  this  day  moderate 
and  cloudy,  with  smooth  sea ;  no  observation ;  saw  some  sea- weed  and  kelp.  First  part,  barometer 
stationary  at  29.46 ;  middle,  rose  as  per  log,  and  so  remained  until  11  A.  AI.,  then  fell. 

Dec.  7.  Lat.  48°  32'  S. ;  long.  57°  44'  AY.  Barometer,  29.67 ;  temperature  of  air,  45°  ;  of  water,  44°  ; 
water,  at  10  feet  6  inches  depth,  44°.  AYinds :  N.  N.  AY.,  AY.  N.  AY.,  S.  Commences  moderate ;  barometer 
falling;  at  4  P.M.  strong  breeze;  barometer,  29.45,  and  stationary;  middle  part,  moderate ;  barometer 
stationary  ;  at  4  A.  M.  tacked  to  the  westward ;  latter,  moderate ;  barometer  rising  fast ;  at  noon,  stood  at 
29.77;  ends,  fine  clear  weather,  and  bad  sea  from  S.  AY. ;  saw  much  kelp  and  sea- weed  at  6  P.  At.,  and  until 
8  P.  M.  the  water  had  the  peculiar  green  appearance  it  usually  has  on  soundings,  so  much  so  that  it  was 
noticed  by  every  person  on  board. 

Dec.  8.  Lat.  49°  06'  S. ;  long.  59°  03'  AY.  Current,  AY.  N.  AY.,  J  knot  per  hour.  Barometer,  29.87; 
temperature  of  air,  48°;  of  water,  46°;  watei-,  at  10  feet  6  inches  depth,  46°.  AA^inds:  calm,  AY.  N.  AY., 
AY.  All  tliis  day  fine  clear  weather;  middle  part,  barometer  rising;  at  4  A.  M.  stood  at  29.92 ;  at  noon, 
29.81,  and  falling  slowly;  saw  kelp  and  sea- weed;  latter  part,  water  has  the  appearance  of  being  very  shoal. 

Dec.  9.  Lat.  50°  35'  S.;  long.  61°  20'  AY.  Current,  AY.  S.  AY.,  ^  knot  per  hour.  Barometer,  29.43 ; 
temperature  of  air,  48°;  of  water,  46|°;  water,  at  10  feet  6  inches  iu  depth,  461.  AYinds:  N.  AY.,  N.  AY., 
AY.  S.  AA*".  First  part,  moderate ;  middle,  strong  breeze ;  latter  part,  light  airs.  First  part,  barometer 
falling,  and  so  continues  to  do  until  midnight,  when  it  stood  at  29.43,  and  has  so  remained  since;  at  4  P.  M. 
(the  water  still  liaving  the  appearance  of  being  very  shoal)  hove  to,  to  get  a  cast  of  the  lead,  but  did  not 
get  bottom  with  60  fathoms;  at  10  A.  M.  made  the  Jason  Islands,  bearing  S.  by  E.  by  compass,  distant  25 
or  30  miles ;  saw  much  kelp  and  sea- weed  and  one  right  wliale. 

Dec.  10.  Lat.  52°  S.;  long.  01°  55'  AY.  Barometer,  29.20;  temperature  of  air,  47°;  of  water,  46°; 
water,  at  10  feet  6  inches  depth,  46°.  AYinds :  AA^.,  K.  AY.,  AY.  S.  AY.  First  part,  fiue  weather  and 
moderate;  barometer  falling;  middle,  strong  breeze;  barometer  at  midnight,  29.20,  and  stationary ;  latter 
part,  fresh  gales ;  saw  a  great  number  of  whales,  and  much  kelp  and  sea- weed. 

Dec.  11.  Lat.  52°  12'  S. ;  long.  62°  AY.  Current,  N.  N.  E.,  f  knot  per  hour.  Barometer,  29.38; 
temperature  of  air,  42°;  of  water,  46^°;  water,  at  10  feet  0  inches  depth,  46°.  AYinds:  AY.  S.  AA".,  calm, 
calm.  First  four  hours,  strong  gales  and  very  heavy  sea.  Fi'om  4  P.  M.  until  8  P.  M.  little  more  moderate; 
middle  aad  latter  parts,  calm;  and  light  baffling  airs  all  round  tlie  compass.  First  part,  Imrometer  rose  18, 
and  has  remained  stationary  since ;  saw  several  whales,  and  much  kelp  and  weed. 

Dec.  12.  Lat.  53°  40'  S. ;  long.  65°  17'  AY.  Barometer,  29.1 ;  temperature  of  air,  44°  ;  of  water,  43J°  ; 
water,  at  10  feet  6  inches  depth,  431°.  AYinds:  calm,  N.  AY.,  AY.  All  this  day  clear  weather;  middle  and 
latter,  light  winds;  saw  much  weed  and  several  whales;  latter  })art,  barometer  falling. 

Dec.  13.     In  Straits  of  Le  Maire.     Barometer,  28.85  ;  temperature  of  air,  44° ;  of  Avater,  44° ;  water, 

at  10  feet  6  inches  depth,  44°.     AYinds:  AY., .,  N.  AY.     First  and  last  ]3art,  moderate  breeze,  clear  and 

rainy  alternately  ;  middle  part,  calms,  heavy  sc^ualls  of  two  or  three  minutes'  d  uration,  and  the  wind  all  round 


CAPE    HORN   TRACKS.  073 

the  compass.  At  8  P.  M.  made  Statcn  Land  to  tlic  S.  S.  \V. ;  at  noon,  Cape  Good  Success  bore  AV.  by  S., 
distant  6  miles.     Barometer  falling  steadily ;  saw  several  whales. 

Dec.  14.  No  observation.  Barometer,  28.73;  temperature  of  air,  36J°;  of  water,  41°;  water,  at  10 
feet  G  inches  depth,  41°.  Winds :  N.  W.,  W.,  S.  W.  First  six  hours,  good  breeze  from  N.  W. ;  next  ten 
hours,  fresh  gales,  as  per  log,  with  occasional  short  spells  of  calms;  at  4  A.M.  commenced  a  heavy  gale 
from  S.  W.,  attended  with  snow,  rain,  and  hail,  and  bad  sea ;  wore  ship  to  the  W.  N.  AY. ;  barometer  station- 
ary, as  per  log. 

Dec.  15.  No  observation.  Barometer,  29.10 ;  temperature  of  air,  37° ;  of  water,  42°  ;  water,  at  10  feet 
6  inches  depth,  42°.  AVinds :  S.  W.,  S.  S.  AY.,  south.  First  part,  very  heavy  gales  ;  barometer  rising ;  middle 
part,  tremendous  gale;  latter  part,  moderate;  made  sail  and  wore  to  the  AY. S.  AY. ;  at  10  A.M.  made  Staten 
Land  to  the  N.  N.  AY.,  distant  18  miles;  barometer,  rising.  All  through  the  day  thick  weather,  snow,  rain, 
and  hail. 

Dec.  1(3.  No  observation.  Barometer,  29.25;  temperature  of  air,  42°;  of  water,  44°;  water,  at  10 
feet  6  inches  depth,  44°.  AYinds:  S.,  calm,  N.  N.  E.  First  part,  light  winds  and  clear  weather;  middle, 
calm;  latter,  moderate  breeze  and  thick  rainy  weather,  with  very  heavy  swell  from  the  eastward.  First  part, 
barometer  rising,  and  middle  part  up  to  29.39;  at  2  A.  M.  started  down;  at  9  A.  M.  as  per  log,  and  at 
noon  29.14,  and  still  falling. 

Dec.  17.  No  observation.  Barometer,  29.03;  temperature  of  air,  39^°;  of  water,  40  J° ;  water,  at 
10  feet  0  inches  depth,  40°.  AYinds :  N.  N.  AY.,  AY.,  S.  AY. ;  first  three  hours  rain^',  and  wind  from  N.  N.  E. ; 
barometer  falling  from  that  time  until  10  A.  M. ;  wind  veering  nearly  every  hour  from  AY.  to  S.  by  AY., 
with  strong  breeze,  light  airs,  and  calms,  and  the  weather  looking  most  of  the  time  very  dirty,  attended 
with  drizzling  rain,  sleet,  snow,  and  hail.  At  10  A.  M.  wind  jumped  suddenly  to  S.  S.  E. ;  at  midnight, 
barometer  29.91,  and  stationary  at  9  A.  M.  as  per  log;  and  at  noou  29.15,  and  rising  fast. 

Dec.  18.  Lat.  56°  43'  S. ;  long.  66°  02'  AY.  Current,  N.  E.,  62  miles  in  two  days.  Barometer,  29.5  ; 
temperature  of  air,  42° ;  of  water,  42° ;  water,  at  10  feet  6  inches  depth,  41°.  AYinds :  S.  S.  AY.,  AY.  S.  AY., 
N.  N.  AY. ;  first  four  hours  strong  squalls,  with  snow  and  rain ;  middle  part,  light  and  baffling,  with  very 
fine  weather ;  latter  part,  strong  breeze  and  cloudy.  First  part,  barometer  rising  fast ;  at  10  A.  M.  near 
29.67  ;  latter  part,  falling. 

Dec.  19.  Lat.  57°  51'  S. ;  long.  67°  18'  AY.  Current,  N.  E.  by  E.,  1  knot  per  hour.  Barometer, 
29.14 ;  temperature  of  air,  42°  ;  of  water,  41° ;  water,  at  10  feet  6  inches  depth,  41°.  AYinds :  N.  A\^.  by  AY., 
A^^.,  AY.  First  and  middle  parts,  strong  gales,  most  of  the  time  rain,  hail,  and  snow;  mercury  fluc- 
tuating several  times,  but  rising. 

Dec.  20.  Lat.  58°  01'  S. ;  long.  67°  10'  AY.  Current,  N.  E.,  i  knot  per  hour.  Barometer,  29.54 ; 
temperature  of  air,  39°;  of  water,  40J° ;  water,  at  10  feet  6  inches  depth,  40°.  AYinds:  S.  AY.  by  AY., 
S.  S.  AY.,  S.  AY.  First  part,  fresh  gales  and  heavy  squalls,  with  snow,  rain,  and  hail ;  middle,  heavy  gales 
at  8  A.  ^I. ;  latter  part,  very  light  all  this  day,  mercury  rising  steadily. 

Dec.  21.  Lat.  58°  01'  S.;  long,  66°  42'  W.  Current,  E.  N.  E.,  IJ  knot  per  hour.  Barometer,  29.5 ; 
85 


67-i  TIIK    WIXD    AND    CURRENT    CHARTS. 

temperature  of  air,  41°  ;  of  water,  40J°  ;  water,  at  10  feet  6  inches  depth,  40J°.  Winds :  W.  by  S.,  W.  S.  W., 
W.;  all  this  day  light  airs  and  baffling,  and  fine  weather,  with  heavy  swell  from  westward;  mercury  very 
steady ;  at  10  A.  M.  light  breeze  from  the  eastward. 

Dec.  22.  No  observation.  Barometer,  29.41;  tem^jerature  of  air,  41°;  of  water,  42°  ;  water,  at  10 
feet  6  inches  depth,  42°.  Winds :  E.  by  N.,  E.  by  N.,  E.  by  S.;  all  this  day  moderate  breezes  and  cloudy 
weather ;  mercury  fell  a  little  the  first  part. 

Dec.  23.  Lat.  56°  24'  S.;  long.  75°  19'  W.  Current,  E.  by  S.,  i  knot  per  hour.  Barometer,  29.53 ; 
temperature  of  air,  40°;  of  water,  42^°;  water,  at  10  feet  6  inches  depth,  42°.  Winds  :  E.  by  S.,  E.  by  S., 
E.  S.  E. ;  all  this  day,  moderate ;  last  two  hours  clear,  and  mercury  rising  slowly ;  thus  far,  I  think  the 
barometer  has  been  an  infallible  guide  as  to  the  weather. 

Dec.  24.  Lat.  54°  50'  S. ;  long.  78°  06'  W.  Barometer,  29.65 ;  temperature  of  air,  40° ;  of  water, 
44°;  water,  at  10  feet  6  inches  depth,  44°.  W^inds:  E.,  E.  N.  E.,  N.  E. ;  all  this  day  light  breezes  and 
cloudy.  First  part,  mercury  rising ;  middle  part,  29.74 ;  latter  part,  foiling  slowly,  and  wind  hauling  to 
the  north. 

Dec.  25.  Lat.  53°  09'  S. ;  long.  79°  08'  W.  Barometer,  29.47 ;  temperature  of  air,  45° ;  of  water, 
45°  ;  water,  at  10  feet  6  inches  depth,  45J°.  Winds :  N.  N.  E.,  N.  N.  E.,  calm,  W.  First  twelve  hours 
good  breeze  and  rainy  weather;  next  four  hours  calm;  last  part,  light  breeze  and  cloudy. 

Dec.  26.  Lat.  52°  19'  S.;  long.  79°  04'  W.  Barometer,  29.44;  temperature  of  air,  46°;  of  water, 
47 J°  ;  water,  at  10  feet  6  inches  depth,  47J°.  Winds :  N.  ^V.,  W.,  W.  First  part,  fresh  gales ;  middle 
and  latter  parts,  more  moderate,  but  squally.         .  ' 

Dec.  27.  No  observation.  Barometer,  29.7 ;.  temperature  of  air,  49°  ;  of  water,  48|° ;  water,  at  10  feet 
6  inches  in  depth,  48°.  Winds:  W.,  W.  by  S.,  W.  N.  W. ;  all  this  day  strong  breezes;  middle  and  latter 
parts,  rainy;  mercury  rising  steadily.     I  intend  to  touch  at  Juan  Fernandez. 

tShij}  Flying  Fish  (Edward  C.  Nickels),  New  York  to  San  Francisco,  forty-eight  days  out. 

Dec.  18,  1852.  Lat.  48°  15'  S. ;  long.  63°  39'  W.  Barometer,  29.78  ;  temperature  of  air,  51°  ;  of 
water,  50°.     Winds:  S.  W.,  S.  W.,  N.  N.  E.     Wind,  fresh ;  middle  and  latter,  light. 

Dec.  19.  Lat.  51°  11'  S.;  long.  64°  54'  W.  Barometer,  29.90;  temperature  of  air,  48°  ;  of  water, 
46.     Winds :  N.  N.  E.  to  N.  N.  W.,  N.  to  N.  W.,  S.  W.     Moderate  and  cloudy  ;  latter,  clear. 

Dec.  20.  Lat.  54°  56'  S.;  long.  65°  07'  W.  Barometer,  29.50;  temperature  of  air,  47°;  of  water, 
46°.     Winds :  S.  W.,  S.  S.  W.  to  W.,  westerly.     First  part,  clear  and  pleasant ;  latter,  cloudy. 

Dec.  21.     Lat.  55°  16'  S.;  long. .     Temperature  of  air,  52°;  of  water,  45°.     Winds:  S.,  E.,  N. 

First  part,  light  airs ;  passed  through  Straits  of  Le  I^Iaire  ;  middle,  nearly  calm ;  latter  part,  fresh  N.  E. 
breezes,  with  fog ;  Staten  Land  bearing  N.  by  W. ;  true  distance,  28  miles. 

Dec.  22.     Lat.  56°  06'  S.;  long. .     Winds :  N.  W.  to  N.  E.,  N.  E.,  N,  E.     First  part,  light  airs ; 

middle  and  latter  parts,  passed  Cape  Horn,  bearing  N.  \  E.,  distant  7  miles;  foggy. 

Dec.  23.     Lat.  55°  08'  S. ;  long.  74°  29'  W.     Barometer,  29.30 ;  temperature  of  air,  45°  ;  of  water, 


CAPE   HORN   TRACKS.  .  675 . 

43°.  Winds :  N.  E.  throughout.  Fresh  breezes,  and  foggy  ;  St.  Ildefonso  Island  bearing  N.  E.  by  X.,  18 
miles. 

Dec.  24.  Lat.  51°  55'  S.;  long.  70°  35'  W.  Temperature  of  air,  45°;  of  water,  45°.  Winds:  E., 
baffling,  N.  E.  First  part,  fresh  winds  and  thick  weather ;  middle,  light  baffling  breezes  and.  showers ; 
latter  part,  N.  E.  wind. 

Dec.  25.  Lat.  49°  15'  S.;  long.  80°  0«'  W.  Barometer,  29.50  ;  temperature  of  air,  48°  ;  of  water, 
47°.  Winds:  N.,  W.,  W.  Strong  northwardly  winds  and  rain;  wind  suddenly  hauled  to  westward,  with 
light  rain. 

Ship  John  Giljmi  (Justus  Doane),  New  York  to  San  I'Vanciseo,  forty-si.K  da^-s  out. 

Dec.  13.  Lat.  48°  40'  S.;  long.  60°  36'  W.  Barometer,  29.32.  AVinds:  W.,  W.  by  S.,  W.  by  S. 
Strong  breezes,  and  squally. 

Dec.  14.  Lat.  51°  05'  S.;  long.  63°  58'  W.  Barometer,  29.10.  Winds:  W.  by  K,  S.  S.  W.,  S.  S.  W. 
First  and  middle,  moderate ;  latter,  squalls  and  gales. 

Dec.  15.  Lat.  49°  50'  S.;  long.  63°  02'  W.  Barometer,  29.65.  Winds:  S.  W.,  S.  AY.,  S.  W.  by  S. 
Hard  squalls  and  gales. 

Dec.  16.  Lat.  51°  07'  S.;  long.  65°  12'  W.  Barometer,  29..55.  Winds:  S.  S.  W.,  S.  W.,  W.  by  S. 
Light  baffling  airs,  and  calm. 

Dec.  17.  Lat.  53°  56'  S. ;  long.  65°  10'  W.  Barometer,  29.55.  Winds :  W.  N.  W.,  W.  by  N.,  S.  S.  W. 
First  part,  light  breezes ;  middle  and  latter,  gales.  __  ... 

Dec.  18.  Lat.  55°  06' S.;  long.  64°  40' W.  Barometer,  29.80.  Winds :  S.  W.  by  S.,  W.  S.  W.,  K  W. 
by  W.     First  part,  moderate ;  middle,  light ;  latter,  squalls,  with  rain. 

Dee.  19.  Lat.  56°  42'  S. ;  long.  66°  07'  W.  Barometer,  29.45 ;  temperature  of  air,  46°.  Winds: 
N.  W.  by  W.,  S.  W.  by  W.,  N.  W.  by  W.     Moderate  gales  and  puffy. 

Dec.  20.  Lat.  56°20'S. ;  long.  66°  32'  W.  Barometer,  29.95;  temperature  of  air,  42°.  Winds: 
W.  by  N.,  W.  by  S.,  S.  W.     First  and  middle  gales,  with  hail,  rain,  and  snow;  latter,  light. 

Dec.  21.  Lat.  56°  45'  S.;  long.  67°  20'  W.  Barometer,  29.62;  temperature  of  air,  43°.  Winds: 
S.  W.,  W.X.  W.,  calm.     First  part,  light;  middle,  light  airs  and  calms;  latter,  calms  and  fog. 

Dec.  22.  Lat.  56°  20'  S.;  long.  72°  10'  W.  Barometer,  29.45;  temperature  of  air,  46''.  Winds: 
E.  S.  E.,  E.  by  N.,  E.  by  X.     Light  breezes  and  hazy. 

Dec.  23.  Lat.  55°  48'  S.;  long.  79°  08' W.  Barometer,  29.70;  temperature  of  air,  42°.  AVinds: 
E.  by  N.,  E.  by  X.,  E.     Moderate  breezes  and  hazy. 

Dee.  24.  Lat.  53°  48'  S.;  long.  83°  24'  AY.  Barometer,  29.55;  temperature  of  air,  46°.  Winds: 
E.,  E.  X.  E.,  X.  X.  E.     First,  light  breezes  ;  latter,  fresh  breezes  and  rainy. 

Dec.  25.  Lat.  51°  41' S.;  long.  84°  07'  AY.  Barometer,  29.45 ;  temperature  of  air,  48°.  AYinds: 
AY.X.  AV.,  X.,  X.  AY.  First  part,  light;  middle  part,  moderate;  latter  part,  strong  breezes  and  rainy 
throughout. 


676  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  26.  Lat.  48°  32'  S.;  long.  83°  40'  W.  Barometer,  29.92  ;  temperature  of  air,  49°.  Winds: 
"W.  N.  W.,  W.,  W.     Strong  breezes,  rainy  and  hazy  throughout. 

>S7»}j  Wild  Pigeon  {W.  Putnam),  New  York  to  San  Francisco,  forty-two  days  out. 

Dec.  9.  Lat.  49°  82'  S.;  long.  65°  13'  W.  Barometer,  29.40;  temperature  of  air,  48°;  of  water,  48°. 
Winds :  W.  N.  W.,  W.  N.  W.,  AV.  S.  W.     Moderate  and  fair.     At  midnight,  a  blow. 

Dec.  10.  Lat.  52°  09'  S. ;  long.  65°  31'  W.  Barometer,  29.35  ;  temperature  of  air,  44°  ;  of  water, 
46°.  Winds:  W.  S.  W.,  S.  W.,  S.  W.  First,  moderate;  second,  strong  and  squally;  third,  a  gale  from 
southwest. 

Dec.  11.  Lat.  58°  08'  S. ;  long.  65°  08'  W.  Barometer,  29.45  ;  temperature  of  air,  40°  ;  of  water, 
45°.     Winds:  S.  W.  hauling  to  W.,  calm,  calm.     First  part,  blowing  hard ;  second  and  third  parts,  calm. 

Dec.  12.  Straits  of  Le  Maire.  Barometer,  28.90;  temjierature  of  air,  45°;  of  water,  42°.  Winds: 
W.  S.  W.,  N.  W.,  calm.     First,  moderate  and  cloudy ;  second,  same  ;  latter,  calm  and  cloudy. 

Dec.  13.  Lat.  56°  27' S.;  long.  65°  45' W.  Barometer,  28.60.  Current,  easterly,  24  miles.  Temper- 
ature of  air,  42°  ;  of  water,  41°.  Winds  :  N.,  N.  W.,  K  W.  First,  light  winds.  At  10  P.  M.  a  white  squall. 
Second  and  third  parts,  moderate. 

Dec.  14.  Lat.  56°  28'  S.;  long.  66°  44'  W.  Barometer,  28.40.  Current,  easterly,  IJ  mile.  Temper- 
ature of  air,  39° ;  of  water,  41°.  Winds :  N.  W.  and  variable,  S.  S.  E.,  S.  W.  First,  moderate  ;  middle  and 
latter,  squalls.     Gales,  hail,  rain,  and  snow. 

Dec.  15.  Lat.  56°  52'  S.;  long.  66°  52'  W.  Barometer,  28.80;  current,  easterly,  1  mile  per  hour;  tem- 
perature of  air,  88° ;  of  water,  40°.  Winds :  S.  W.,  S.  S.  W.,  S.  E.  First  part,  hard  gale ;  second  part, 
blowing  in  hard  squalls ;  third  part,  moderate. 

Dec.  16.  Lat.  56°  59'  S. ;  long.  68°  13'  W.  Barometer,  29.00;  current,  easterly,  |  mile  per  hour; 
temperature  of  air,  42°  ;  of  water,  42°.  Winds  :  calm,  calm,  N.  W.  First  and  second,  parts,  calm;  latter, 
moderate. 

Dec.  17.  Lat.  56°  52' S. ;  long.  70°  24'  W.  Barometer,  28.75 ;  current,  easterly,  1  mile  per  hour. 
Winds:  N.  W.  by  W.,  S.  W.,  S.  S.  W.  First  part,  fresh  breezes  and  rainy;  second  part,  hard  gale ;  third 
part,  moderate. 

Dec.  18.  Lat.  56°  21'  S. ;  long.  72°  59'  W.  Barometer,  29.15  ;  current,  easterly,  1  mile  per  hour. 
Winds :  S.  W.,  W.,  W.  N.  W.     First  part,  light ;  second  part,  moderate ;  third  part,  gale. 

Dec.  19.  Lat.  59°  20'  S. ;  long.  78°  29'  W.  Barometer,  29.10 ;  current,  easterly,  30  miles ;  temperature 
of  air,  40°;  of  water,  42°.  Winds:  W.  by  S.,  W.  S.  W.,  W.  N.  W.  First  part,  gale;  second  part,  gale; 
third  part,  gale ;  rainy  throughout. 

Dec.  20.  Lat.  56°  24'  S. ;  long.  73°  42'  W.  Barometer,  29.15 ;  temperature  of  air,  43°  ;  of  water,  42°. 
Winds:  S.  W.,  W.S.  W.,  W.  First  part,  gale  and  rainy;  second  part,  moderate  and  rain;  third  part, 
moderate  and  fair. 

Dec.  21.     Lat.  56°  14'  S. ;  long.  75°  58'  W.     Barometer,  29.40 ;  temperature  of  air,  45° ;  of  water, 


CAPE   HORN   TRACKS.  677 

44°.  Winds:  W.  N.  W.,  calm,  N.  E.  Fir.st  part,  liglit  breezes;  second  part,  culm  and  rainy ;  third  part, 
moderate  and  fair. 

Dec.  22.  Lat.  55°  14'  S. ;  long.  78°  43'  W.  Barometer,  29.25 ;  temperature  of  air,  47°  ;  of  water, 
43°.  Winds:  N.  by  E.,  W.  N.  W.,  N.  E.  First  and  second  parts,  light  breezes  and  rainy;  tliird  parts, 
moderate. 

Dec.  23.  Lat.  53°  07'  S. ;  long.  81°  35'  W.  Strong  easterly  current.  Barometer,  29.70 ;  temperature 
of  air,  46"  ;  of  water,  44°.     Winds  :  E.,  S.  E.  by  E.,  E.  S.  E. ;  moderate  and  rainy. 

Dec.  24.  Lat.  51°  35'  S. ;  long.  84°  50'  W.  Current,  easterly,  45  miles.  Barometer,  29.40  ;  tempera- 
ture of  air,  45°;  of  water,  44°.  Winds:  E.  by  S.,  N.  E.,  jST.  W.  First  part,  moderate;  second  part,  baf- 
fliug  winds  and  rainy ;  tliird  part,  .strong  breezes. 

Dec.  25.  Lat.  49°  05'  S. ;  long.  84°  41'  W.  Barometer,  29.40  ;  temperature  of  air,  48° ;  of  water, 
46°.     Winds :  W.,  W.  N.  W.,  N.  W. ;  moderate  and  rainy. 

Ship  John  Jay  {J.  B.  B.  Engleman),  Xew  Bedford  to  San  Francisco,  seventy-six  days  out. 

Dec.  12.  Lat.  48°  56'  S. ;  long.  62°  63'  W.  Barometer,  29.40 ;  temperature  of  air,  48° ;  of  water,  48°. 
Winds :  W.  by  N.,  N.  to  N.  E.,  W.  N.  W. ;  light  and  ballling. 

Dec.  13.  Lat.  51°  01'  S. ;  long.  65°  00'  W.  Barometer,  29.10 ;  temperature  of  air,  49° ;  of  water,  46°. 
Winds :  N.  N.  E.,  N.,  N. ;  moderate  and  pleasant. 

Dec.  14.  Lat.  52°  54'  S. ;  long.  64°  05'  W.  Barometer,  29.24 ;  temperature  of  air,  44° ;  of  water,  44°. 
Winds :  S.  S.  W.,  S.  W.,  S.  W.  to  W.  N.  W. ;  moderate  and  pleasant. 

Dec.  15.  Lat.  54°  07'  S.;  long.  64°  24'  W.  Barometer,  29.40 ;  temperature  of  air,  50°  ;  of  water,  45°. 
Winds  :  W.  S.  W.,  calm,  N.  N.  E. ;  light  airs  and  middle  calm. 

Dec.  16.  Lat.  55°  24'  S.;  long.  64°  20'  W.  Barometer,  29.20 ;  temperature  of  air,  48°  ;  of  water,  44°. 
Winds :  N.  N.  W.,  N.  N.  W.,  N.  W. ;  light  breezes  and  pleasant. 

Dec.  17.  Lat.  55°  41'  S.;  long.  63°  30'  W.  Barometer,  29.28  ;  temperature  of  air,  47°  ;  of  water,  42°. 
Winds:  S.,  calm,  N.  W.by  W.to  W.     First  and  third  parts,  light ;  middle,  calm. 

Dee.  18.  Lat.  56°  89'  S.;  long.  65°  40'  W.  Barometer,  28.65;  temperature  of  air,  40°  ;  of  water, 
39°.     Winds:  X.  N.  W.,  N.  by  W.,  N.  W.  by  W.     Strong  breezes  and  rainy. 

Dec.  19.  Lat.  56°  37'  S.;  long.  66°  00'  W.  Barometer,  28.77;  temperature  of  air,  41°;  of  water, 
40°.     Winds :  N.  N.  W.,  W.,  W.     Light  breezes  and  rainy. 

Dec.  20.  Lat.  56°  23'  S. ;  long.  67°  29'  W.  Barometer,  29.30 ;  temperature  of  air,  41° ;  of  water, 
41°.     Winces :  W.,  N.  E.  to  E.  N.  E.,  E.  N.  E.     First  part,  light ;  second  and  tliird  parts,  brisk  breezes. 

Dec.  21.  Lat.  57°  04'  S.;  long.  72°  29'  W.  Barometer,  29.23;  teinperature  of  air,  38°;  of  water, 
41°.     Winds :  E.  N.  E.,  E.  N.  E.,  E.  S.  E.     Fresh  breezes  and  cloudy. 

Dee.  22.  Lat.  56°  03'  S.;  long.  75°  40'  W.  Barometer,  29.30;  temperature  of  air,  40°  ;  of  water, 
41°.     Winds:  S.  S.  E.  to  S.  by  W.,  S.  to  S.  W.,  S.  S.  W.     First  and  third  parts,  light;  second,  moderate. 


678 


THE  WIND  AND  CUKRENT  CHARTS. 


Dec.  23.  Lat.  55°  16'  S.;  long.  76°  30'  W.  Barometer,  29.30;  temperature  of  air,  42°  ;  of  water, 
42°.     Winds:  S.  W.,  to  S.  S.  W.,  S.  W.     Calm,  light  breezes;  latter,  calm. 

Dec.  2-4.  Lat.  54°  52'  S.;  long.  77°  40'  W.  Barometer,  29.40;  temperature  of  air,  42°;  of  water, 
44°.     Winds:  S.,  calm,  calm.     First  }tart,  light  airs;  second  and  third  parts,  calm. 

Dec.  25.  Lat.  54°  25'  S.;  long.  79°  30'  W.  Barometer,  29.00;  temperature  of  air,  44°;  of  water, 
44°.     Winds:  N.  K  W.,  N.  N.  W.,  S.  W.  by  W.     Strong  winds  and  squally. 

Dec.  26.  Lat.  52°  45'  S. ;  long.  79°  07'  W.  Barometer,  29.00 ;  temperature  of  air,  44° ;  of  water, 
44°.     Winds :  W.  S.  W.,  W.  by  S.,  W.  by  S.     Strong  breezes  and  rainy. 

Dec.  27.  Lat.  51°  10'  S. ;  long.  79°  15'  W.  Barometer,  28.90 ;  temperature  of  air,  46°  ;  of  water,  46°. 
Winds :  S.  S.  W.,  S.  W.,  N.  N.  W.     Fresh  gales  and  rainy. 

Dec.  28.  Lat.  49°  50'  S.;  long.  78°  50'  W.  Barometer,  29.20;  temperature  of  air,  46°;  of  water, 
46°.     Winds:  S.  S.  W.,  S.  W.,  N.  AT.     Fresh  gales  and  rainy. 

Dec.  29.  Lat.  50°  56'  S.;  long.  79°  31'  W.  Barometer,  29.08;  temperature  of  air,  46°;  of  water, 
44°.     Winds :  N.  W.,  N.  W.  by  W.,  W.  S.  W.     Strong  gales  and  cloudy. 

Dec.  30.  Lat.  50°  35'  S.;  long.  79°  26'  W.  Barometer,  29.20;  temperature  of  air,  42°;  of  water, 
44°.     Winds :  W.  S.  W.,  S.  W.,  S.  S.  W.     Hard  gales  and  cloudy  weather. 

Dec.  31.  Lat.  48°  04'  S. ;  long.  80°  07'  W.  Barometer,  29.40 ;  temperature  of  air,  44°  ;  of  water, 
46°.     Winds :  W.  S.  AV.,  AV.  by  S.,  AY.     First  and  second  parts,  strong  gales  ;  latter,  moderate. 


Shi2y  Anstlss  (Milton  P.  Iledge),  Richmond  to  San  Francisco,  25  days  from  Cape  St.  Roque. 

Dec.  10,  1852.     Lat.  50°  16'  S.;  long.  62°  14'  AY.     AYinds :  AY.  S.  AY.,  AY.,  and  AY.  S.  AY.     Heavy 


gales. 


Dec.  11.     Lat.  50°  44'  S. : 


long.  62°  22'  AY. 


Winds  :  AY.  S.  W.,  S.  S.  W.,  and  S.  AY.     Moderate 


gales. 


Dec. 

12. 

Lat.  51°  37'  S. 

Dec. 

13. 

Lat.  53°  48'  S. 

Dec. 

14. 

Lat.  54°  30'  S. 

Dec. 

15. 

Lat.  54°  43'  S. 

Dec. 

16. 

Lat.  54°  58'  S. 

Dec. 

17. 

Lat.  55°  57'  S. 

Dec. 

18. 

Lat.  56°  42'  S. 

Dec. 

19. 

Lat.  57°  44'  S. 

Dec. 

20. 

Lat.  57°  57'  S. 

Dec. 

21. 

Lat.  57°  57'  S. 

Dec. 

22. 

Lat.  57°  10'  S. 

Dec. 

23. 

Lat.  56°  09'  S. 

Dec. 

24. 

Lat.  55°  02'  S. 

long.  63°  56'  AY.  Winds :  W.,  N.  W.,  and  AY.  S.  AY.     Fresh  and  squally. 

long.  64°  30'  AY.  Winds :  AY.  S.  AY.  and  AY.  N.  W.     Fresh  and  squally. 

long.  63°  00'  AA''.  AYind :  baffling.     Strong  breezes  and  heavy  gales. 

long.  62°  38'  AA^.  AYinds:  S.  E.,  S.,  and  N.     Light  breezes  and  rain. 

long.  63°  08'  AY.  Baffling  winds.  " 

long.  63°  19'  AY.  AYinds :  N.,  S.  AY.,  and  AY.  S.  AY.     Light  winds  and  rain. 

long.  C)b°  18'  W.  Winds :  S.  AY.  and  N.  A\^.     Light  winds  and  rain. 

long.  66°  28'  W.  AYinds:  N.  W.,  AY.,  and  W.     Heavy  gales. 

long.  66°  53'  AY.  Wind :  AY.     Light  breeze. 

long.  67°  06'  AY.  AYinds :  AY.,  S.  AY.,  B.  N.  E.     Light  breezes. 

long.  71°  58'  AY.  AYind  :  E.  by  N.     Strong  breezes. 

long.  77°  20'  AY.  AYinds:  E.  by  N.,  E.  S.  E.,  E.  S.  E.     Strong  breeze. 

long.  80°  30'  AY.  AYinds :  E.  S.  E.,  E.,  N.  N.  E.     Strong  breeze. 


CAI'K    IIOHN    TRACKS.  (;79 

Dec.  25.  Lat.  54°  24'  S. ;  long.  82°  30'  \V.     Winds :  N.  X.  E.,  W.,  and  W.  N.  W.    Heavy  gales. 

Dec.  26.  Lat.  53°  00'  S. ;  long.  81°  00'  W.     Winds ;  N.  W.,  N.  \V.,  and  W.     Strong  gales. 

Dec.  27.  Lat.  51°  05'  S.;  long.  79°  38'  W.     Winds:  badling.     Strong  winds  and  squally,  witli  rain. 

Dec.  28.  Lat.  49°  24' S.;  long.  78°  34'  W.  Winds:  W.  N.  W.  Strong  breezes  and  squally,  with 
rain. 

I  have  given  such  copious  extracts,  witli  regard  to  tlie  Cape  Ilorn  passage,  because  I  wanted,  bj^  prac- 
tical illustrations  and  example,  to  impress  navigators  with  a  correct  estimate  as  to  its  diniculties. 

And,  still  farther  to  illustrate  this  route,  the  following  table  of  Cape  Ilorn  crossings  has  been  pre- 
pared. It  shows  the  crossings  according  to  the  month ;  it  shows  the  time  from  the  parallel  of  St.  Eoque, 
to  the  parallel  of  50°  S.  in  the  Atlaiitic ;  the  longitude  in  which  each  vessel  crossed  the  parallel  of  50°,  53°, 
and  56°  S.,  east  of  the  Horn ;  then,  as  the  course  is  west,  it  shows  the  parallels  upon  which  the  meridians  of 
67°,  71°,  and  73°  W.,  are  crossed.  Now  the  course  is  to  the  northward  again,  and  the  table  then  shows 
the  meridians  upon  which  the  parallels  of  55°,  53°,  and  50°  S.,  in  the  Pacific  are  crossed. 

The  last  column  shows  the  time  from  lat.  50°  in  the  Atlantic,  to  the  same  parallel  in  the  Pacific. 


680 


THE  WIND  AND  CURRENT  CHARTS. 


Ca-pc  Horn  Crossings. 


FROM 

LONGITUDE  OF  CKOSSING 

LATITIIUE  OF  CROSSING 

LONOITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLELS   EAST  OF 

MERtUIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.   IN  THE 

NAME  OF  SHIP. 

LEL  OF 

JAPE  HOR.N. 

CAPE  UOHN 

CAPE  HORN 

ATLANTIC 

ST. 
EOQUE 

TO  60°  S. 

IN  THE 

TO  50°  S. 

50°  S. 

5.3°  S. 

5G°S. 

67°  W. 

71°  W. 

75°  W. 

55°  S. 

53°  S. 

50°  S. 

PACIFIC. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

January. 

Danube  

33 

63° 

64° 

69° 

56° 

56° 

57° 

77° 

80° 

80° 

23 

Contest  .     .     . 

23 

61 

64 

67 

56 

59 

57 

78 

80 

81 

12 

Tingqua      .     . 

26 

61 

66 

64 

57 

57 

56 

80 

80 

80 

14 

Alboni    .     .     . 

26 

61 

64 

64 

57 

57 

56 

76 

79 

85 

16 

F.  W.  Brune    . 

33 

61 

64 

63 

60 

59 

59 

84 

87 

89 

21 

Cygnet    .     .     . 

33 

61 

Qb 

67 

56 

57 

56 

77 

80 

85 

21 

Gray  Featlier 

25 

61 

64 

63 

57 

57 

56 

76 

77 

79 

19 

Gi)ldeu  Gate    . 

20 

65 

64 

67 

56 

56 

55 

75 

77 

79 

11 

Telegraph   .     . 

2-± 

60 

65 

65 

57 

58 

56 

76 

78 

81 

15 

Trade  \\^ind    . 

22 

65 

65 

67 

57 

58 

59 

75 

82 

81 

12 

Means      .     .     . 

26.5 

63.1 

64.5 

66.6 

56.9 

57.4 

56.7 

77.4 

80 

80.1 

16.4 

February. 

John  Ilolland       .     . 

31 

65 

m 

68 

58 

59 

57 

76 

80 

79 

26 

Kentucky   .     . 

33 

61 

65 

71 

56 

56 

56 

77 

78 

82 

25 

Storm     .     .     . 

23 

57 

61 

67 

57 

58 

58 

77 

78 

79 

12 

A.  F.  Jenness  . 

■i-i 

66 

66 

66 

57 

58 

57 

76 

78 

80 

20 

John  Bertram 

25 

65 

65 

63 

56 

56 

57 

81 

81 

84 

12 

Flying  Childers 

26 

65 

65 

65 

58 

58 

58 

79 

80 

81 

12 

Golden  West  . 

30 

65 

66 

66 

57 

57 

57 

77 

78 

81 

14 

Bald  Eagle 

19 

64 

65 

69 

56 

57 

57 

77 

79 

84 

10 

Phantom     .     . 

23 

65 

66 

64 

57 

58 

59 

80 

79 

84 

15 

Winged  Eacer 

26 

66 

65 

69 

57 

57 

56 

81 

83 

82 

14 

Anna  Kimball 

30 

66 

m 

66 

57 

57 

58 

78 

79 

79 

17 

Means      .     .     . 

28 

64 

65.1 

66.3 

57 

57.4 

57.3 

78.1 

79.1 

81.3 

16 

March. 

Aldebaran  .... 

28 

QQ 

65 

66 

56 

59 

57 

77 

80 

84 

28 

Esther  May 

29 

61 

62 

65 

58 

60 

56 

77 

80 

81 

23 

Lucknovv    .     . 

26 

65 

66 

63 

60 

58 

56 

78 

81 

86 

25 

Masconoma 

32 

65 

65 

66 

57 

56 

56 

78 

Tornado      .     . 

25 

65 

65 

65 

56 

58 

57 

77 

80 

84 

13 

Eagle      .     .     . 

24 

61 

65 

66 

57 

58 

58 

78 

83 

86 

13 

Celestial      .     . 

24 

63 

64 

66 

56 

57 

56 

77 

79 

81 

18 

Amelia  .     .     . 

26 

63 

64 

63 

59 

57 

55 

78 

79 

80 

26 

Phantom 

23 

65 

66 

63 

57 

59 

59 

80 

79 

81 

14 

Stag  Hound     . 

22 

65 

64 

65 

57 

57 

55 

73 

78 

78 

12 

Courser  .     .     . 

26 

65 

65 

66 

56 

57 

57 

77 

78 

79 

12 

Means      .     .     . 

26 

61.5 

64.6 

64.9 

57.2 

57.8 

56.5 

77.3 

79.7 

82 

18.4 

CAl'li    IIOIIN    CKOSSIKGS. 


681 


Ccqx  Horn  Crossitujs — Continued. 


FROM 

LOSGITfOF;  l)F  CKOSSINO 

LATirr 

l)E  OF  CROSSINd 

LO.NGITI 

L)E  OF  CUOSSINli 

FUO.M  50° 

PAUAL- 

PARALLELS  EAST  OF 

MERIDIANS  SOITII  OF           | 

PARALLELS  WEST  OF 

S.   IN  THE 

NA.ME  OF  SUM'.                 '     LKL  OF 

CAPK  HORN. 

CAPE  HORN. 

CAPE  HOUN. 

ATLANTIC 

ST. 

1 

TO  50°  S. 

BOQIIE 

IN  THE 

TO  5U°  S. 

50°  S.    1   53°  S. 

50°  S. 

67°  W. 

71°  W. 

75°  W. 

65°  S. 

53°  S. 

50°  S. 

PACIFIC. 

Days. 

Loug.  W.  Long.  W. 

L/ong.  W. 

Lat.  S. 

Lat.  S.   ! 

Lat.  S. 

Long.  W. 

Long.  W.  Long.  W.| 

Dtiys. 

April. 

Simoom       .... 

29 

65° 

65° 

68° 

56° 

56° 

56° 

76° 

79° 

85° 

14 

Sea  Serpent     .     . 

21 

65 

66 

66 

56 

57 

57 

77 

79 

81 

18 

Stai^  IIouuil     .     . 

30 

65 

64 

78 

55 

55 

56 

79 

80 

78 

12 

Golden  Kaeer 

21 

55 

57 

64 

57 

57 

55 

75 

82 

86 

lit 

Paragon       .     .     . 

36 

62 

63 

67 

56 

56 

57 

81 

82 

79 

16 

David  Baxter  .     . 

83 

61 

63 

63 

57 

57 

57 

80 

80 

80 

12 

Herculean  .     .     . 

39 

65 

64 

78 

15 

Sword  Fish      .     . 

19 

57 

60 

64 

58 

58 

58 

83 

86 

87 

17 

Astrea    .... 

38 

57 

57 

59 

57 

57 

57 

81 

82 

83 

21 

Gov.  Morton    .     . 

30 

62 

63 

67 

56 

56 

55 

79 

81 

84 

11 

Burlington       .     . 

39 

62 

65 

63 

57 

58 

58 

80 

80 

80 

15 

Francisco    .     .     . 

35 

63 

65 

65 

56 

56 

57 

77 

80 

82 

28 

:»tcans       .     .     . 

30.8 

61.6 

62.6       66.8 

56.4 

56.6 

56.6 

78.9 

81 

82.3 

16.5 

May. 

Surprise      .... 

24 

63 

64 

66 

58 

58 

59 

79 

79 

84 

22 

Competitor      .     .     . 

24 

64 

64 

67 

56 

57 

56 

79 

80 

78 

15 

Empress  of  the  Sea 

27 

65 

65 

65 

56 

57 

57 

80 

80 

85 

13 

Houqua*     .... 

31 

64 

63 

65 

57 

58 

58 

81 

82 

83 

29 

Parthian      .... 

25 

63 

64 

67 

56 

58 

58 

79 

80 

81 

13 

Climax 

23 

61 

65 

67 

56 

56 

56 

76 

78 

79 

12 

Sirocco 

34 

64 

66 

67 

56 

57 

58 

79 

82 

80 

20 

Archer 

33 

64 

64 

66 

57 

57 

56 

82 

84 

84 

23 

Eobt.  Harding'"   .     . 

33 

66 

65 

65 

57 

58 

55 

75 

78 

78 

26 

Seaman's  Bride    . 

26 

64 

63 

m 

57 

58 

56 

81 

81 

81 

15 

Lantao 

27 

67 

67 

71 

56 

56 

57 

79 

79 

80 

11 

Hampton     .... 

37 

(S'i 

65 

66 

57 

58 

56 

78 

79 

80 

21 

Hugh  Birckhead 

34 

64 

65 

67 

56 

58 

58 

Ml-' 

78 

79 

23 

Eosario 

28 

64 

64 

65 

57 

58 

56 

81 

81 

81 

19 

Eoscoe 

29 

65 

65 

65 

57 

59 

58 

81 

81 

82 

22 

Means      .     .     . 

28.5 

64 

64.7 

66.5 

56.5 

57.5 

57 

79.3 

80         81 

17.6 

June. 

Staffordshire    .     .     . 

25 

62 

66 

66 

56 

56 

53 

73 

77 

79 

14 

White  Squall  . 

24 

64 

63 

65 

57 

56 

56 

76 

79 

78 

11 

L.P.Foster*  . 

43 

67 

67 

70 

56 

56 

58 

83 

83 

85 

20 

Finland  .     .     . 

41 

64 

63 

64 

57 

57 

56 

81 

87 

90 

14 

Golden  Era 

29 

65 

65 

65 

59 

59 

56 

78 

79 

80 

28 

North  America 

20 

54 

58 

61 

57 

58 

54 

75 

78 

80 

23 

Cohota    .     .     . 

27 

64 

64 

63 

58 

58 

56 

78 

81 

84 

18 

Flying  Cloud  . 

27 

67 

66 

66 

56 

55 

54 

73 

76 

78 

09 

John  Land  .     . 

26 

64 

63 

65 

57 

58 

57 

80 

80 

85 

15 

ITncle  Toby 

32 

65 

65 

65 

58 

58 

57 

78 

80 

86 

13 

Hornet    .     .     . 

25 

63 

65 

64 

58 

59 

58 

79 

79     1     79 

14 

Means      .     .     . 

27.1 

63.2      63.7 

64.4 

57.3 

57.4 

65.7 

77.1 

79.6      81.9 

15.9 

*  Not  included  in  the  means. 

86 


682 


TilE    WIND    AND    CUEKEXT    CHARTS. 


Cape  Horn  Crossings — Continued. 


FROM 

LONfilTUOE  OF  CROSSING 

LATITUDE  OF  CROSSING 

LONGITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLELS   EAST  OF 

MERIDIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.  IN  THE 

NAME  OF  SHIP. 

LEL   OF 

CAPE  HORN. 

CAPF,  HOR> 

CAPE  UORN. 

ATLANTIC 

ST. 
ROQnE 

TO  50°  S. 

IN  THE 

TO  50°  S. 

.00°  S. 

f)3°  S. 

5G°  S. 

07°  W. 

71°  W. 

75°  w. 

55°  S. 

53°  S.       50°  S. 

PACIFIC. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W.  Long.  W. 

Days. 

July. 

N.  B.  Palmer  .     .     . 

22 

56° 

55° 

67° 

57° 

58° 

56° 

77° 

78° 

78° 

19 

Southerner       .     .     . 

25 

6-i 

63 

64 

56 

57 

58 

88 

81 

79 

26 

A.  Buckrain    .     .     . 

87 

66 

m 

68 

56 

57 

56 

76 

77 

80 

14 

Senator 

19 

64 

65 

65 

57 

57 

56 

77 

80 

81 

18 

Queen  of  the  East    . 

80 

63 

68 

61 

56 

56 

55 

77 

78 

79 

23 

White  Squall  .     .     . 

22 

64 

64 

65 

56 

58 

58 

78 

79 

80 

18 

Ellen  Noyes    .     .     . 

28 

55 

56 

64 

58 

58 

57 

77 

78 

79 

21 

Flying  Cloud  .     .     . 

28 

66 

65 

m 

56 

56 

55 

73 

78 

80 

7 

Eome 

88 

55 

55 

61 

57 

56 

55 

76 

79 

80 

24 

Victory 

26 

57 

55 

66 

57 

57 

56 

76 

80 

84 

17 

Cleans       .     .'    . 

26.5 

61 

60.7 

64.9 

56.6 

57 

56.2 

77 

78.8      80 

18.7 

August. 

E.  Mallory  .... 

35 

63 

65 

67 

57 

57 

56 

78 

79 

88 

13 

Pelican  State   .     .     . 

81 

65 

66 

64 

■57  V 

57 

56 

76 

82 

83 

20 

White  Swallow    .     . 

30 

64 

63 

63 

57 

58 

57 

76 

76 

79 

17 

Corinne       .     .     .     . 

38 

64 

65 

63 

59 

60 

59 

81 

84 

85 

21 

Wild  Eanger  .     .     . 

27 

62 

63 

64 

57 

57 

55 

76 

77 

80 

17 

Mermaid     .... 

81 

65 

65 

65 

57 

57 

57 

78 

79 

80 

13 

Samoset       .... 

29 

62 

64 

64 

57 

57 

57 

78 

80 

83 

12 

Fenelon 

40 

63 

67 

65 

56 

57 

55 

75 

76 

81 

18 

Union 

28 

64 

65 

68 

57 

58 

58 

78 

81 

84 

13 

Carioca 

81 

65 

64 

64 

56 

58 

56 

77 

81 

84 

11 

Moans       .     .     . 

82 

63.7 

64.7 

64.2 

56.8 

57.6 

50.6 

78.3 

79.5 

81.9 

15.5 

September. 

Albany  

32 

63 

m 

56 

56 

55 

75 

77 

79 

16 

Z.  D 

37 

67 

67 

57 

56 

57 

71 

80 

81 

18 

Sarah  Snow     .     .     . 

38 

65 

65 

65 

57 

59 

60 

79 

81 

82 

17 

Carrington       .     .     . 

28 

65 

65 

66 

57 

58 

56 

82 

88 

83 

21 

Defiance      .... 

82 

65 

67 

70 

56 

56 

85 

84 

83 

22 

Eagle 

28 

51 

54 

59 

57 

59 

61 

83 

84 

85 

18 

Queen  of  Clipi^ers    . 

26 

65 

65 

65 

56 

56 

55 

76 

80 

82 

12 

John  Bertram       .     . 

25 

65 

m 

67 

57 

56 

57 

79 

85 

86 

14 

Sovereign  of  the  Sea 

19 

64 

66 

67 

56 

56 

56 

78 

78 

79 

9 

Jamestown       .     .     . 

21 

64 

65 

66 

56 

57 

57 

79 

82 

83 

17 

Means      .     .     . 

28.1 

64 

65 

Qij 

56 

57 

57 

79 

81 

82 

16.3 

CAl'E    IIOKN    CROSSINGS. 


68S 


Cape  Uorn  Crossings — Continued. 


FROJI 

1 

LOXOITIDE  OF  CROSSING 

LATITCDE  OF  rROSSINQ 

LONOITUnK  OF  f-ROssixr,      1 

FROM  .50° 

PABAL- 

PAI!AI.t,KI.S    EAST  OF 

illERIIIIANS   SOITTH   OF 

i'AUAI,I.KI.S  WV.HT  OF 

S.   IN  TIIF. 

NAME  OF  Sllir. 

LEI.  OK 

I 

APE  IIORX 

CAPE   llOIt.N 

CAPE  IKIUX 

. 

ATI.AXTIC 

ST. 
BOQIF. 

TO  50°  S. 

1 

IN  TIIK 

TO  50°  S. 

50°  S. 

53°  S. 

50°  S. 

G7°  W. 

71°  W. 

75°  W. 

■1  1      S. 

■  ■  1      > . 

■-,ip  s. 

PACIFIC. 

Days. 

fjODg.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat   .S. 

L.it.  S. 

Long.  W. 

Long.  W. 

Long.  W. 

Dajs. 

October. 

Seaman 

20 

65° 

65° 

69° 

55° 

57° 

58° 

77° 

76° 

77° 

24 

Louis  Philippe     . 

30 

63 

64 

65 

56 

56 

58 

76 

78 

80 

22 

Sea  Witch  .     .     . 

20 

64 

64 

67 

56 

56 

00 

77 

79 

80 

14 

Typhoon     .     .     . 

21 

64 

65 

66 

56 

57 

56 

76 

79 

( i 

10 

Eaven     .... 

18 

64 

66 

69 

56 

56 

56 

76 

82 

80 

19 

Schooner  Clifton  . 

49 

64 

64 

66 

57 

0/ 

Oi 

81 

82 

82 

16 

S.  D.  Horton   .     . 

27 

m 

06 

66 

57 

59 

ot 

80 

76 

80 

33 

:\Iatikla  .... 

41 

26 

65 
64 

64 
65 

67 

68 

56 
56 

58 
57 

58 
57 

76 
78 

78 
78 

79 
79 

32 

Samuel  Russell    . 

15 

Winged  Arrow    . 

21 

67 

67 

67 

56 

57 

58 

84 

83 

83 

20 

Means      .     .     . 

27.3 

65 

65 

67 

56 

57 

57 

78 

79 

80 

20.5 

November. 

Thomas  W.  Sears     . 

28 

65 

66 

65 

59 

58 

56 

77 

81 

85 

21 

Monsoon     .... 

21 

63 

67 

67 

56 

58 

59 

78 

78 

80 

17 

John  Wade 

20 

64 

64 

67 

56 

57 

56 

76 

78 

82 

17 

Senator  .     .     . 

20 

63 

(37:> 

63 

57 

57 

56 

76 

78 

81 

24 

Revere    .     .     . 

24 

53 

56 

m 

57 

57 

59 

78 

80 

83 

17 

Tigris     .     .     . 

30 

62 

64 

6b 

56 

58 

59 

79 

81 

82 

18 

Fanchon      .     . 

31 

64 

65 

64 

57 

56 

00 

75 

i    i 

79 

22 

White  Squall  . 

28 

65 

65 

66 

57 

58 

54 

73 

78 

81 

23 

Comet     .     .     . 

20 

65 

65 

66 

56 

58 

56 

76 

81 

84 

12 

Delegate      .     . 

26 

65 

66 

69 

iji 

57 

78 

79 

81 

22 

Means       .     .     . 

24.8 

63 

65 

66 

57 

57 

57 

70 

79 

82 

19.3 

December. 

Westward  Ho      .     . 

21 

63 

66 

64 

57 

56 

55 

73 

80 

82 

13 

Anstiss  .     .     . 

24 

62 

64 

64 

58 

57 

56 

80 

81 

79 

18 

Fljnng  Fish 

24 

64 

65 

66 

55 

56 

55 

74 

76 

79 

7 

John  (jilpiu     . 

19 

64 

65 

66 

57 

56 

57 

79 

83 

84 

11 

Wild  Pigeon   . 

23 

65 

65 

66 

56 

56 

56 

79 

82 

85 

16 

John  Jay     .     . 

30 

65 

64 

64 

56 

57 

56 

76 

79 

79 

19 

J.  E.  Donnell  . 

34 

61 

63 

65 

56 

56 

55 

77 

78 

79 

13 

George  Raynes 

26 

64 

64 

65 

56 

56 

55 

75 

78 

80 

11 

Tigris     .     .     . 

80 

62 

64 

65 

56 

58 

59 

78 

80 

82 

18 

Seaman  .     .     . 

23 

62 

65 

66 

57 

57 

54 

75 

75 

78 

12 

Adelaide     .     . 

29 

61 

64 

66 

58 

58 

56 

78 

79 

79 

19 

Means      .     .     .       25.8 

(to 

64.5 

65.4 

56.6 

56.6 

1     55.9 

76.7 

1     79.2 

80.5 

14.3 

684  THE  WIND  AND  CURRENT  CHARTS. 

There  are  some  sliips  whose  passages,  to  hxtitucle  50°  in  the  Atlantic,  are  too  long  to  be  taken  into  the 
average.  They  make  such  bad  time  as  to  constitute  an  exception  from  the  generality.  Such  is  the  A.  F. 
Jeuness,  with  her  44  days  iu  February.  She,  it  will  be  recollected,  is  among  the  September  (p.  538) 
crossings  to  St.  Eoque.  Her  time  then,  from  the  United  States  to  the  line,  was  77  days ;  and  in  the  count 
was  rejected  from  the  means. 

From  the  parallel  of  Cape  St.  Eoque  to  the  parallel  of  50°  south,  at  the  usual  crossing-place  for  the 
Cape  Horn  trader,  is  about  2,900  miles ;  not  quite  the  distance  from  New  York  to  Liverpool. 

Now  the  thing  in  this  table,  best  calculated  first  to  arrest  the  attention  of  the  navigator,  is  perhaps  the 
length  of  the  time  between  these  parallels.  •     • 

From  the  average  crossing  of  50°  iu  the  Atlantic  to  the  average  crossing  of  the  same  parallel  in  the 
Pacific,  after  having  doubled  the  cape,  is  nearly  half  the  length  of  the  distance  from  the  St.  Eoque  parallel 
to  the  Atlantic  crossing  of  50°  south ;  and  the  time  occupied  around  the  cape  is  nearly  in  the  same  ratio. 

The  average  distance,  made  good  against  the  current  around  Cape  Horn,  is  84  miles  a  day.  The 
average  distance  from  the  parallel  of  St.  Eoque  to  that  of  50°,  through  a  mild  climate,  and  with  no  such 
opposing  current,  is  105  miles  the  day.  And  the  average  distance  made  good  by  the  "liners,"  from  Liver- 
pool to  New  York,  is  95  miles  a  day. 

These  Cape  Horn  crossings  are  derived  from  the  mean  of  125  passages  taken  at  random.  They 
therefore,  it  is  supposed,  give  us  a  fair  average.  So  it  appears  that  the  passage  from  England  to  New 
York,  under  canvas,  in  the  winter  time,  is  nearly  as  difficult  as  the  passage  around  the  Horn. 

It  is,  however,  useless  to  go  into  a  discussion  of  this  table  of  crossings  here.  Every  navigator  can  do 
that  for  himself  It  is  only  necessary  to  call  his  attention  to  the  very  tedious  time  which  navigators  have 
from  the  parallel  of  St.  Eoque  to  that  of  50°  S.,  how  nearly  all  vessels  pursue  the  same  route,  and  how 
those  vessels  that  go  east  of  the  Falklands,  though  they  reach  50°  sooner,  lose  all  they  gain  in  getting  west 
after  clearing  those  islands. 

Take  as  an  instance  the  four  which  did  this  in  July.  The  average  time  to  50°  south  in  the  Atlantic 
is  27,  and  thence  around  the  Horn  20  days.  The  average  of  the  six  inside  ones  for  that  month  is  26  and 
17  days,  or  a  gain  of  4  days  by  passing  inside  of  the  Falkland  Islands. 

This  table  also  shows  the  best  months  for  doubling  the  Horn.  They  are  our  winter  and  summer 
excepting  July.     October  appears  to  be  the  most  unpropitious  mouth  for  tlie  passage. 

These  tables  afford  the  navigator,  who  is  running  for  a  quick  passage,  fresh  points  of  departure  in 
the  middle  of  the  ocean.  Here  he  can  comjiare  rates  with  those  who  have  preceded  him  at  the  same  season 
of  the  year,  and  see  how  much  he  has  to  gain  to  come  up  with  the  foremost  among  them,  or  how  much  he 
has  to  spare,  ami  still  hold  his  own  with  the  best  of  them. 


THE  BAROMETER  OFF   CAPE   HORN.  685 


TIIK  15AEOMl'7rER  OrF  CAPE  IIOllX. 


In  1831,  I  doubled  Cape  lloru  iu  tbe  U.  S.  ship  Falmouth.  I  was  master  of  the  ship,  and  it  did  not 
escape  my  attention  that  there  were  certain  anomalies  of  the  barometer  in  those  regions.  I  found  the 
barometric  pressure  off  and  about  Cape  Horn  not  only  much  less  than  it  is  at  the  sea-level  generally,  but 
T  observed  that  certain  fluctuations  of  the  barometric  column  "ofl"  the  Horn'  did  not,  as  iu  other  parts  of 
the  sea,  always  indicate  changes  in  the  weather. 

I  communicated  a  paper  upon  this  subject  to  the  American  Jonrmd  of  Arts  and  Sciences*  which  was 
published  in  that  journal  in  1834,  and  from  which  the  following  extract  is  taken : — 

"The  barometer  has  not  been  found  to  be  of  much  practical  utility  oft"  Cape  Horn;  how  useful  soever 
it  may  be  in  middle  latitudes,  by  indicating  the  approach  of  hurricanes,  it  is  no  index  to  the  wind  in  the  high 
latitudes  to  the  south  of  Cape  Horn.  He  who,  in  the  Chinese  seas,  is  warned  by  the  barometer  of  the 
approaching  typhoon,  and  can  foretell  the  coming  of  a  gale  by  the  height  of  the  mercury  in  it,  finds  that 
off  Cape  Horn  the  same  indications  are  frequently  followed  by  moderate  breezes,  and  even  by  calms.  Here, 
the  mercury,  below  the  mean  height  of  lower  latitudes,  becomes  very  unsteady,  falling  and  rising  several 
inches  in  a  few  hours.  During  the  strength  of  a  gale,  sometimes  it  is  observed  to  rise ;  at  other  times,  it 
falls,  or  remains  in  statu  quo.     Its  mean  height,  south  of  the  latitude  of  Cape  Horn,  is  29.03  iu. 

"  As  the  Pacific  coast  of  Terra  del  Fuego  and  Patagonia  is  approached  with  the  wind  from  the  west- 
W'ard,  the  mercury  in  the  barometer  ascends.  When  the  wind  is  strong,  it  rises  above  thirty  inches,  and 
close  under  the  land,  with  fresh  westerly  gales,  it  frequently  stands  above  30.50  iu. 

"  From  lat.  45°,  embracing  a  region  towards  the  south  of  twelve  or  thirteen  degrees  in  breadth,  the 
most  prevalent  winds  are  from  the  westward.  Vessels  entering  this  region  from  the  south  have  a  rise  in 
the  barometer,  when  the  wind  is  on  the  land.  The  rise  is  generally  observed  to  commence  about  the  lati- 
tude of  the  cape,  continuing  to  increase  as  the  laud  is  neared;  and,  when  the  winds  are  fresh,  a  greater 
accumulation  of  atmosphere  is  shown  by  a  higher  range  of  the  mercury. 

"  The  result  of  my  own  barometrical  observations,  compared  with  others  to  which  I  have  had  access, 
shows  that  within  this  region  the  barometer  stands  higher  w-hea  the  winds  are  from  the  westward,  than 
it  does,  cmteris  paribus,  between  the  same  parallels  in  the  Atlantic.  The  difference  is  nearly  as  '29  to  30, 
and  increases  as  the  land  is  approached.  This  accumulation  of  atmosphere  is  caused  from  the  obstruction 
which  the  mountains  of  Patagonia,  and  the  highlands  of  Terra  del  Fuego  afford  to  the  winds  in  their  pas- 
sage across  the  continent  towards  the  Atlantic"! 

My  opportunities  for  investigating  this  subject  in  1831,  1832,  were  not  as  great  as  they  now  arc.  T 
determined,  therefore,  to  review  the  question  of  mean  height,  as  well  as  to  re-examine  the  opinions  of 
navigators  concerning  the  barometric  indications  as  to  the  weather  ofl"  the  cape.     I  thereupon  requested 


*  Vul.  XXVI.  p.  54. 

t  On  the  Navigation  of  Cape  Horn,  by  M.  F.  Jliuiry,  V.  Mid.  U.  S.  Navy,  Vol.  XXVl.  Am.  .Tomn.  Sciences. 


08(5  THE   WIND   AND    CURRENT   CHARTS. 

Mr.  0.  C.  Badger,  P.  M.  U.  S.  Navy,  to  extract,  from  the  first  Cape  ITorii  alistracts  that  he  shoulil  take  up, 
the  opinions  therein  expresseil  with  regard  to  the  barometer.  In  a  httle  while  he  brought  me  in  a  number, 
anrong  which  but  three,  viz.  Caiit.  Hull,  of  the  Charles  ISlallory,  (Aipt.  Littlefield,  of  the  Alboni,  and  Capt. 
Scott,  of  the  Adelaide  ^^Fetealf,  spoke  in  favor  of  it.  Capt.  Hull  says  :  "  My  barometer  tells  the  weather 
here  to  a  charm."  Capt.  Littlefield  says:  "Never,  in  one  instance,  has  my  barometer  deceived  me;"  and 
Capt.  Scott  remarks :  "  Thus  fiir,  I  think,  the  barometer  has  been  an  infallible  guide  as  to  the  weather." 

I  have  also,  since,  received  the  following  log  of  the  ship  Queen  of  Clqipers  (.John  Zerega),  New  York  to 
San  Francisco. 

"Sept.  2.  Lat.  56°  08'  S. ;  long.  65°  27'  W.  Barometer  at  noon,  28.70;  temperature  of  air,  36°  ;  of 
water,  40°.  Winds:  first  part,  W.N.  W.;  middle  part,  S.  S.  W. ;  latter  part,  W.  by  S.  Commences 
light  winds  and  beautiful  w'eather ;  at  2  P.  M.  heavy  tide  rips,  nearly  turn  the  ship  round  with  the  wheel 
hard  up.  At  9  P.  M.  light  wind  from  S.  W.,  wore  ship.  At  10  P.  M.  calm,  squall  gathering  from  S.  S.  W. ; 
in  royals,  and  clewed  up  everything  except  topsails  and  foresail;  but  before  we  got  through,  it  struck  us, 
and  I  was  glad  that  I  was  so  well  pirepared  for  it.  It  blew  very  liard  for  three  hours;  close  reefed  fore  and 
mizzeu  topsails,  and  double  reefed  main  topsail  and  mainsail.  Latter  part,  heavy  gales  and  hail ;  ship  lurder 
the  same  sail.  We  seem  to  be  pursued  by  contrary  winds.  (I  see,  in  your  book  of  Directions,  that  some  of 
the  captains  state  that  they  do  not  consider  the  barometer  as  a  guide  in  high  southern  latitudes;  but  I 
differ  from  them,  although  I  may  not  have  had  as  much  experience  as  some  of  them,  having  been  13 
years  at  sea,  of  which  time  I  have  been  captain  six  years.)  I  think,  if  the  glass  falls  three  or  four-tenths  in 
a  few  hours,  it  is  almost  positive  that  it  will  be  succeeded  liy  a  gale  or  very  heavy  gust,  which  will  last 
several  hours,  although  the  sim})le  fact  that  the  barometer  flJls  does  not,  as  a  natural  consequence,  predict 
wind  ;  it  only  shows  that  there  is  a  commotion  in  the  atmosphere  in  your  vicinity,  which  may  be  succeeded 
by  wind  or  rain,  but  I  tliink  more  likely  by  the  former.  If  you  would  be  so  kind  as  to  write  me,  on  my 
next  voyage,  a  particular  track  which  I  should  fjUow,  you  would  oblige  me  very  much;  also  the  mistake 
which  I  made  on  this  voyage,  and,  if  you  please,  I  should  like  to  hear  your  opinions  concerning  the  baro- 
meter." 

All  the  other  opinions  are  adverse;  I  quote  a  few  of  them: — 
"The  barometer  remains  low  all  the  time;  it  ajipears  to  be  of  no  use  here." — I).  C.  Landis,  shij)  F.  W. 
Bruuc. 

"Barometer  useless." — W.  L.  Phinnei/,  shij^  Ivcntucl)/. 

"  The  mercury  here  appears  to  be  very  lively — will  rise  and  fill  from  30.10  to  29.16  rapidly;  but  it  is 
to  be  observed  that  this  variation  is  not  attended  with  the  same  degree  of  increase  and  decrease  of  wind 
that  we  experience  elsewhere.  Consider  the  barometer  here  of  very  little  use." — T.  Dahlgren,  barque 
Byron. 

"Barometer,  rising;  Ijut  find  it  no  guide  whatever."- — ;S'.  j\I.  Iliuhjins,  harqxe  lliigli  BircJchcad. 


TUK    BAKOMETElt   OFF   CAI'J!;   IIOKN.  C87 

"Barometer,  unsteady;  squalls  the  same,  witliout  any  apparent  cfTect  on  tlic  barometer.  I  do  not 
trust  to  it." — Cliarlcs  A.  Rdnhll,  Kliip  Suriiri^c. 

"The  mercury  fell  this  day  l.i'^  in.,  and  no  wind  to  speak  ol'."' — 11'.  .A'.  Putnam,  ship  Empress 
of  the  Sea. 

"  I  watch  the  barometer  closely ;  but  do  not  think  it  is  to  be  depended  on  here  as  in  the  North 
Atlantic  Ocean." — SumiU'l  lldnlunj,  ship  livhcrt  Ilnrding. 

"  Mj'  barometer  has  been  almost  useless  since  1  was  in  the  latitude  of  the  Ilio  dc  la  I'lata.  Tlie 
heaviest  gales  I  had,  it  ranged  i'rom  ^'.Mo  to  2!).40,  and  it  has  been  as  low  as  28.35  with  a  whole  sail 
breeze.  It  has,  however,  invariably  fallen  for  a  northeily  wind,  and  rismi  for  a  southei'ly  one.  It  has 
ranged  daring  the  last  six  weeks  from  28..').')  to  J^O." — Oli'icr  II.  Saunders,  shij)  B.Uoivard. 

"  I  have  never  known  the  barometer  to  range  so  low,  and  know  not  wdiat  to  make  of  it." — B.  Buxton, 
ship  Union. 

"  A  most  extraordinary  fluctuation  in  the  barometer,  from  30.3  in.  to  29.3  in.,  the  weather  and 
appearance  giving  no  indication  of  storm  or  rain." — Rohcrt  jrcCvrrau,  ship  Defiance. 

"  The  barometer  continues  to  fall,  although  the  wind  is  southwest.  I  have  always  seen  it  rise  with 
the  wind  from  that  quarter." — IT.  B.  Daniels,  ship  Seamcai. 

"  The  barometer  ranges  the  highest  with  the  wind  W.  S.  W.,  and  lowest  from  the  northward.  It 
either  accompauied  or  followed  the  change,  never  preceded  it." — John  Gillan,  hanpie  Deler/ate. 

"I  do  not  see  that  it  (the  barometer)  is  a  guide  to  be  depended  iqion.  Certainly,  my  experience,  this 
passage,  would  show  its  fall  followed  by  delightful  weatlH'r." — 7?.  F.  C(i£ui,  shij)  iSenalur. 

These  opinions  full}-  sustain  the  opinion  which  my  own  observations  and  experience  induced  nie  to 
express  twenty  years  ago. 

The  anomalies,  however,  of  a  mean  low  pressure  w'cre  well  deserving  of  a  close  investigation.  I 
therefore  requested  Mr.  A.  A.  Semmes,  Passed  Midshipman  of  U.  S.  Navy,  to  arrange  from  the  log-books  of 
the  office,  the  following  tables  to  show  the  average  height  of  the  barometer  off  Cape  Horn,  and  in  the 
trade- wind  region  north  and  south,  both  in  the  Atlantic  and  Pacific  Oceans. 

With  regard  to  these  tables,  I  should  remark  that  the  barometer  has  been  entered  in  the  tables  with- 
out any  correction  whatever ;  and  that  the  barometer  to  which  the  tables  refer,  is  the  common  mercurial 
marine  barometer. 

Though  this  instrument,  as  at  present  used  and  const i-uctcd  for  the  sea,  abounds  with  sources  of  error, 
there  is  but  one  of  the  errors  arising  from  the  many  sources,  for  which  the  correction  may  be  applied,  and 
that  is  for  temperature. 

Every  navigator  knows  that  mercury  is  one  of  the  most  expansible  of  metals,  and  that  a  column  of 
this  fluid,  for  instance,  that  is  exactly  thirty  inches  long  at  the  temperature  of  80°  will  not  be  exactly  thirty 
inches  long  at  any  other  temperature,  say  that  of  zero.     Its  absolute  weight  will  be  just  as  much  at  the  one 


688  THE  WIND  AND  CUKEENT  CHAKTS. 

temperature  as  at  the  other;  and,  therefore,  the  atmospheric  pressure  remaining  the  same,  it  is  easily  under- 
stood how  the  height  of  the  barometer  will  change  with  every  change  of  temperature. 

Inasmuch,  therefore,  as  the  temperature  of  the  trade-winds  is  higher  than  the  temperature  of  the  gales 
olT  Cape  Horn,  the  barometer  in  the  02xn  air  ought  to  show  a  greater  apparent  pressure  in  the  former  than 
in  the  latter  region.  This  difference  would  amount,  on  the  average,  only  to  the  expansion  of  the  mercurial 
column  due  the  change  of  temperature.  Tliis  difference  of  column  would  probably  not  amount  to  as  much 
as  0.'2  inch  (two-tenths  of  an  inch),  if  the  Cape  Horn  barometer  were  kept  in  the  open  air  ;  but  generally 
it  is  not  so  kept.  It  probably  does  not  amount,  in  reality,  to  more  than  0.05  inch,  if  so  much ;  for  the 
usual  place  for  the  barometer  is  the  captain's  cabin,  and  there  the  temperature  to  which  it  is  subjected  is 
probably  not  more  than  a  few  degrees  at  most  below  that  of  the  trade-winds.  The  stove  in  the  cabin,  the 
heat  of  the  crew  below,  all  tend  to  lessen,  in  the  cabin,  the  difference  of  temperature  between  winter  and 
summer. 

Nevertheless,  if  navigators  would  always  require  a  thermometer  to  be  attached  to  the  barometer  (or 
would  not  purchase  a  barometer  without  an  attached  thermometer),  and  would  note  it  also  whenever  the 
barometer  is  recorded,  the  correction  for  temperature,  be  it  much  or  little,  might  be  applied.  This  correction 
cannot  be  applied  here,  because  navigatoi-s  are  not  in  the  habit  of  observing  the  attached  thermometer. 

Now,  here  is  a  most  important  and  interesting  phj'sical  phenomenon,  which  cannot  be  properly  or 
thoroughly  investigated  for  the  want  of  a  marine  barometer  capable  of  giving  correct  absolute  determina- 
tions. Nay,  we  are  embarrassed  and  crippled  in  the  investigation  for  the  want  of  the  readings  of  the  attached 
thermometer.  If  we  had  these,  we  could  show,  from  the  observations  we  have,  very  nearly  the  exact  differ- 
ence between  the  mean  height  of  the  barometer  in  the  trade-winds  and  off  Cape  Horn. 

I  mention  this  to  illustrate  the  importance  of  a  nicer  and  more  accurate  system  of  observations,  as 
recommended  by  the  Brussels  Conference. 

Let  us  return  to  the  tables. 

Now,  as  the  barometers  in  these  tables,  which  show  the  pressure  in  the  trade-winds,  are  the  identical 
barometers  which  show  the  pressure  olY  Cape  Horn  also — they  require  no  correction,  save  that  of  tempera- 
ture, to  show  the  difference  between  the  absolute  barometric  pressure  in  the  trade-winds,  and  off  Cape 
Horn.  If  the  barometer  have  an  error  of  0.2  in.,  or  one  of  any  other  value  too  much  or  too  little  in  the  trade- 
winds,  it  carries  precisely  the  same  error  off  Cape  Horn.  These  tables,  therefore,  though  they  do  not  show 
truly,  because  of  the  undetected  errors  of  the  common  marine  barometer,  the  real  pressure  of  the  atmo- 
sphere, either  in  the  trade- winds  or  off  Cape  Horn,  yet  they  do  show  correctly,  or  very  nearly  so,  the 
difference  of  pressure  in  those  regions. 

The  difference  is  truly  remarkable,  and  is  well  worthy  of  farther  investigation. 


BAROMETKIC    ANOMALIES   OFF   GAl'K    HOR.V   AND   IN    TIIK   TRADE-\VIND3. 


6S0 


Barometric 

Anomalies 

off  Cai)e  Horn  and  in  the  Trade-  Winds. 

N. 

E.  TRADES. 

S. 

E.  Tl 

lADES. 

CAi'i;  iioux 

ATLA.NTIC. 

PACIFIC. 

ATLANTIC. 

rAClFIC. 

N.l.ME  OF  SIIII". 

Month. 

Bar. 

1 
No. 

Month. 

Bar. 

No, 

.Month 

Bar. 

No. 

Month. 

Bar. 

No. 

Mouth. 

Bar. 

No. 

* 

of 

of 

1 

of 

of 

1 

of 

days 

days 

days 

Jays 

(lays 

J.\NU.\RV. 

! 

Emily  Miner    .... 

i-ii. 

30.07 

5 

yii. 

29.95 

5 

IV. 

ta  29.20 

4 

II. 

29.83 

5 

Vl. 

30.02  1 

5 

Amelia    .     . 

i-ii. 

29.80 

4  ;      y. 

29.72 

4 

III. 

29.36 

5 

II. 

29.86 

4 

IV. 

29.72  : 

4 

llattlei-    .     . 

29.05 

5 

IV-V. 

29.94 

4 

III. 

28.80 

5 

II. 

29.84 

4 

IV. 

29.88 

0 

TonuiiKi 

29.95 

5 

V. 

29.92 

4 

111. 

28.87 

4 

11. 

29.80 

4 

IV. 

29.85 

4 

Juliii  Stuart 

29.91 

4 

V. 

30.05 

5 

11. 

29.65 

5 

I. 

29.84 

4 

IV. 

29.88 

4 

Celestial       . 

I. 

29.66 

4  I      y. 

29.81 

4 

III. 

29.00 

4 

II. 

29.65 

4 

V. 

29.80 

4 

I'liantom 

,. 

29.95 

4  1      y. 

20.92 

5 

Il-lU. 

29.56 

5 

11. 

29.90 

5 

V. 

29.80 

4 

Aldeliaran    . 

30.13 

5   j      V. 

30  26 

5 

III. 

29.89 

6 

11. 

.HO.OO 

5 

IV. 

30.10 

4 

Lueknow 

30.00 

4  !      y. 

29.94 

5 

III. 

29.21 

3 

11. 

29.87 

5 

V. 

29.90 

4 

A  St re a     .     . 

29.68 

5  1     VI. 

29.80 

5 

IV. 

28.97 

4 

II. 

29.52 

5 

y. 

29.04 

5 

lluricaiie 

30.04 

4       III. 

29.99 

5 

II. 

29.29 

4 

I. 

:i0.02 

4 

in. 

30.04 

5 

49 

51 

49 

49 

49 

Means 

29.90 

29.94 

29.26 

29.84 

29.93 

Febrdart. 

Burlinfrton 

n. 

30.02 

4 

VI. 

30.16 

6 

IV. 

20.10 

4 

11. 

30.00 

6 

V. 

30.02 

5 

rraticisiM)     . 

II. 

30.00 

4 

yii. 

30.30 

4 

IV. 

Ja  30.00 

5 

11. 

29.97 

4 

V. 

30.10 

3 

Kate  Hayes 

11. 

30.04 

4 

VI. 

30.05 

4 

IV. 

J6  28.88 

5 

in. 

30.05 

4 

V. 

30.16 

6 

Sus([uelianna 

11. 

30.16 

5 

V. 

30.00 

5 

111. 

29.20 

4 

II. 

30.06 

5 

IV. 

30.06 

5 

Stan;  Hound 

11. 

30.15 

4 

V. 

29.92 

5 

in. 

29.07 

4 

II. 

29.92 

4 

IV. 

30.10 

5 

ia<;us      .     . 

ii-iii. 

30.02 

5 

VII. 

30.32 

5 

ly. 

Jc  29.82 

4 

in. 

30.13 

6 

VI. 

30.34 

6 

Helen  Mcf!a\T 

11. 

30.28 

4 

Vll. 

30  04 

4 

V. 

29.04 

4 

III. 

30.12 

4 

VI. 

30.15 

4 

Delia  Maria 

TI. 

30.02 

5 

yi. 

30.20 

5 

IV. 

29.50 

4 

in. 

30.07 

5 

V. 

30.17 

4 

Venice     .     . 

11. 

30.08 

5 

VII. 

30.00 

5 

V. 

td28.08 

6 

in. 

29.98 

4 

vi-vii.  29.99 

4 

Diaileni    .     . 

11. 

29.82 

5 

VI. 

30.06 

5 

111. 

Xe  28.06 

5 

n. 

29.80 

5 

V. 

29.9.'5 

5 

A.  Cliiseborouj 

:'' 

11. 

29.78 

5 

y. 

29.76 

5 

III. 

28.92 

4 

n. 

29.82 

4 

IV. 

29.77 

5 

Siniooni  .     . 

II. 

29.08 

5 

V. 

29.74 

4 

IV. 

28.50 

4 

II. 

29  50 

5 

IV. 

29.79 

4 

Star  of  the  Union 

II. 

29.85 

4 

V. 

29.98 

5 

ly. 

29.08 

4 

III. 

29.84 

4 

IV-V. 

29.88 

4 

Golden  Koyer  .     . 

11. 

30.10 

5 

T. 

30.05 

4 

iv. 

29.19 

4 

III. 

3017 

4 

y. 

30.10 

4 

(U 

66 

60 

63 

63 

Means 

30.00 

30.04 

29.13 

29.96 

30.04 

March. 

Flying  Eagle    .     .     .     . 

III. 

30,10 

4 

yii. 

29.90 

5 

1     y. 

la  29.47 

6 

IV. 

30.00 

4 

VII. 

30.05 

6 

Ariaiia    .... 

III. 

29.92 

5 

VII. 

29.97 

5 

V. 

29.30 

0 

in. 

29.82 

5 

VI. 

29.94 

5 

Surprise       .     .     . 

III. 

29.93 

4 

VI. 

30.09 

4 

V. 

28.73 

4 

IV. 

29.88 

4 

VI. 

29.89 

4 

Swordtish     .     .     . 

111. 

29.72 

4 

V. 

29.83 

4 

IV. 

28.46 

4 

in. 

29.73 

4 

V. 

29.61 

5 

Ilouqiia  .... 

III. 

30.09 

5 

VII. 

30.00 

4 

IV. 

29.74 

4 

III. 

29.90 

4 

VI. 

30.01 

0 

Gov.  Morton     .     . 

III. 

29.59 

4 

V. 

29.70 

4 

IV. 

29.22 

4 

iv. 

29.56 

4 

V. 

29.72 

5 

Sirocco    .... 

111. 

30.20 

4 

VI. 

30.12 

5 

ly. 

29.00 

4 

III. 

30  17 

4 

V. 

30.37 

4 

Sarah  Bnyd       .     . 

in. 

30.16 

5 

VIII. 

30.12 

5 

y. 

lb  28.73 

5 

IV. 

30.00 

5 

Vlll. 

29.95 

4 

Slierwood     .     .     . 

III. 

30.00 

5 

yii. 

30.00 

4 

y. 

29.10 

5 

IV. 

29.99 

5 

VI. 

30.00 

4 

Tornado       .     .     . 

III. 

29.95 

4 

yi. 

29.83 

5 

IV. 

28.42 

4 

in. 

29.78 

4 

VI. 

29.85 

5 

Francis    .     .     .     .  • 

in. 

30.00 

4 

IX. 

29  70 

4 

V. 

29.00 

4 

III. 

30.00 

4 

vin. 

29.70 

5 

Wallace  .... 

111. 

30.00 

5 

VI. 

29.95 

4 

IV-V. 

Ic  29.05 

4 

IV. 

30.20 

3 

V. 

30.10 

5 

Chenango     .     .     . 

III. 

30.00 

5 

VII. 

29.!' 5 

6 

V. 

29.42 

5 

IV. 

I  29.92 

5 

VI. 

30.07 

1     ^ 

Stephen  Larmau  . 

III. 

29.99 

4 

VII. 

30.09 

5 

V. 

29.74 

5 

IV. 

129.91 

5 

VI. 

1 30.05 

5 

Rose  Stanilish 

III. 

29.90 

4 

VII. 

30.00 

0 

V. 

?r7  29.02 

5 

IV. 

29.90 

4 

VI. 

30.00 

6 

Louisa  Bliss     .     . 

111. 

.  29.85 

5 

VIII. 

29.85 

4 

V. 

29.50 

5 

'     III. 

!  29.78 

6 

VI. 

29.86 

6 

Stag  Hound      .     . 

1    111. 

30.00 

6 

VI. 

30.22 

5 

V. 

29.32 

4 

iv. 

j  30  02 

4 

V. 

30.00 

6 

Sea  Serpent      .     . 

III. 

29.95 

4 

VI. 

29.99 

4 

y. 

29.07 

4 

IV. 

29.82 

4 

1 

VI. 

30.00 

1    4 

81 

83 

82 

j 

1 

i 

88 

Means 

29.97 

29.90 

29.18 

j  29.91 

1 

;  29.96 

*  January  l)cing  i.,  December  xn.     See  p.  88. 
t  a.  S.  W.  gales. 

X  Grdcs  for  the  most  part.     „.   W.  to  S.  S.  W.     //.   N.  to  S.  round  by  W.     r.   S.  to  \V.     rl.   W.  N.  W.  to  .S.  W.  by  S.     c.  W.  to  AV.  S.  W. 
I  Gales  for  the  mo.^-t  part.     «.    N.  W.  to  S.  W.  gales.     /-.   N.  N.  W.  to  S.  \V.     ,-.   W.  S.  W.  to  S.  W.     d.  S.  .'^.  ?..  to  W.  S.  W. 
87 


690 


THE  WIND  AND  CURRENT  CHARTS. 


Barometric 

Anomalies 

off  Cape  Horyi  and  in  the  Trade-  Winds — Contina 

eJ. 

■ 
N.  E.  TRADES. 

CAPE  HORN. 

S.  E.  TRADE.S. 

NAME  OF  SHIP. 

ATLANTIC. 

PACIFIC. 

ATLANTIC. 

PACIFIC. 

Month. 

Biir. 

NO. 

of 

days 

Month. 

Bar. 

No. 

of 

tlnys 

Month. 

Bar. 

No, 

of 

days 

Month 

Bar. 

No. 

of 

d.nys 

Month. 

Bar. 

No. 

of 

days 

Aritii.. 

Thniiias  15.  AValea 
Queen  of  the  Kast 

Harriet  Iloxie 
"White  Squall    .     . 
llorsliurj^li   .     .     . 
Kaduga  .... 
m)n 

IV. 
IV. 
iV. 
IV. 
IV. 
IV. 
IV. 
IV. 
IV. 
IV. 
IV. 
IV. 

30.12 
29.95 
29.92 
29.87 
30.41 
30.19 
29.92 
29.81 
30.10 
29.83 
29.90 
29  64 

G 
4 
5 
4 
4 
4 
4 
5 
4 
4 
4 
5 

TII. 
VIII. 
VIII. 

VII. 

VII. 

VII. 
VIII. 

XII. 

VII. 

VII. 
VI. 

VII. 

30.00 
29.42 
29.42 
30.74 
30.02 
30.04 
30.10 
29.98 
30.08 
30.00 
30.10 
29.82 

4 
5 
5 
4 
4 
5 
5 
5 
5 
6 
5 
5 

v. 

VI-VII. 
VI. 
V. 

VI. 

V. 

VI. 

II. 

VI. 
V. 
V. 
V. 

29.81 
28.90 
29.40 
29.18 
29.58 
29.40 
30.04 
29.05 
29.22 
29.43 
29,. 50 
29.05 

5 
5 
4 
4 
4 
4 
6 
4 
5 
3 
4 
4 

IV. 

V. 

V. 
IV. 

V. 
IV. 

V. 

in. 

V. 
IV. 
IV. 
IV. 

30.05 
29.08 
29.68 
29.72 
30.52 
30.01 
29.92 
29.89 
30.38 
29.92 
29.89 
29.65 

6 
4 
5 
4 
5 
5 
5 
4 
5 
5 
5 
4 

VI. 
VII. 
VII. 
VII. 

VI. 

VI. 
VII. 

VII. 
VI. 
VI. 
VI. 

30.00 
29.82 
29.82 
29.75 
30.12 
30.09 
30.00 
29.96 
30,08 
30.00 
29.96 
30.10 

5 
5 
5 
3 

4 
4 
5 
5 

K.  C.  Winthrop     . 
Competitor  .     .     . 
Empress  of  the  Seas 
Parthian       .     .     . 

5 

4 
5 
6 

Means 

29.98 

53 

5 
5 
6 
4 

29.93 

58 

4 
0 
5 
5 

29.35 

52 

29,94 

57 

5 
6 
4 
4 

29.98 

56 

May. 

V. 
V. 

y. 

V. 

29.90 
30.02 
29.86 
29.84 

XI. 
Till. 

VIII. 
VIII. 

30.02 
30.16 
29.96 
29.90 

VIII. 
VII. 
VII. 
VI. 

29.60 

28.84 

*a  28.82 

29.08 

4 
5 
4 

5 

VI. 

VI. 

VI. 

V. 

29.92 
29.88 
29.95 
29.84 

X. 

VII. 

VI. 

VII. 

30.37 
30.15 
30.10 
29.89 

4 

N.  B.  Palmer  .... 
Staffordshire     .... 
Tartar 

4 
4 

7 

Means 

29.90 

30.10 
30.01 
30  30 
30.20 
30.00 
30.42 

20 

4 
5 
5 
4 
4 
4 

30.01 

20 

29.08 

18 

4 
4 
5 
4 
4 
4 

29.90 

19 

4 
4 
4 
4 
5 
5 

30.13 

19 

June. 
AVitch  of  the  Wave    .     . 

VI. 
VI. 
VI. 
VI. 
VI. 
VI. 

VIII. 
IX. 
IX. 
IX. 
IX. 
IX. 

30.10 
29.85 
30.17 
29.87 
29.96 
30.10 

3 
4 
4 
5 
5 
4 

VII. 
VIII. 
VIII. 
VIII. 

VII. 
VIII. 

29.55 
28.98 
29.50 
ta  28.50 
29.28 
29.70 

VI. 
VI. 
VI. 
VI. 
VI. 
VII. 

30.00 
29.96 
30.25 
29.73 
30,02 
30.24 

VIII. 
VIII. 

IX. 
VIII. 
VIII. 

IX. 

30.00 
29.65 
30.14 
29.95 
30.03 
30.26 

5 
5 

F.  Copeland  &  Co.     .     . 

5 
4 

Messenger 

Samoset 

5 
5 

Means 

30.18 

26 

5 
4 

5 

30.01 

25 

4 
6 
5 

29.25 

25 

30.03 

26 

4 
5 
5 

30.00 

29 

July. 

Defiance       

Matilda 

Had  11  .'a 

VII. 
VII. 
VII. 

29.82 
30.51 
29.58 

XI. 
XII. 
XII. 

30.05 
30.47 
29.80 

IX. 
X. 
X. 

29,06 
ta  29.82 
lb  29.38 

4 

9 
4 

VIII. 
VIII. 
VIII. 

30.00 
30.52 
29.58 

X. 

XI. 
X. 

29.88 
30.,50 
30.00 

6 
6 
4 

Means 

29.97 

14 

4 
4 
5 

30.11 

15 

29.42 

17 

4 
5 
6 

30.03 

14 

4 
5 
5 

29.96 

16 

August. 
Raven 

VIII. 

VIII-IX 

VIII. 

29.80 
30.00 
30.05 

XI. 

II. 
I. 

29.90 
30.20 
29.93 

5 
5 
5 

IX. 
XI. 
X. 

29.60 

la  28.72 

28.78 

IX. 
IX. 
IX. 

29.95 
30.00 
30,07 

X. 

I. 
I. 

30,06 
30.10 
30.03 

<) 

Fancy      

5 

AVessacumccm  .... 

5 

Means 

29.95' 

13 

15 
30  01 

29.06 

15 

30,01 

14 

30.06 

15 

*  Gales  for  the  most  part.     a.  S.  to  W. 

X  Gales  for  the  most  part.     a.  W.  N.  W.  to  W.  S.  W.     b.  S.  W.  to  W. 

I  Gales  for  the  most  part.     a.  S.  S.  W.  to  N.  W.  round  by  W. 


f  Gales  for  the  most  part.     a.  N.  W.  to  W.  S.  W. 


B.4.U01IETUIC   ANOMALIK.S   OKK   CAVE    lIOltN    AND    l.N    TIIK   TJi  A  DE-WINDS. 

Barometric  Anomalies  off  Cape  ffum  and  in  Oic  Trade-  Winds — Continued. 


091 


N.  E.  TRADES. 

S.  E.  TRADES. 

r  M'K    TTOTiY            1 

ATLANTIC.               1 

PACIFIC. 

ATLANTIC.               1 

PACIFIC. 

NAME  OF  SHIP. 

1 

1 

Month. 

Bar. 

No. 
of 

Month. 

Bar. 

No. 
of 

Month. 

Bar. 

of 

Month. 

Bar. 

No. 

of   1 

Mouth. 

Bar. 

No. 

of 

1 

day.s 

lays 

day.s 

days 

di.ys 

Seitemher. 

\ 

i 

Delpgivte 1     IX.    1 

30.07 

3 

I. 

30.02 

5 

XI. 

*a  29.11 

5 

X. 

30.08       5 

I. 

.30.02 

6 

Cliiis.  Mallory       .     . 

IX. 

29.80 

3 

XII. 

29.88 

4 

XI. 

28.73 

4 

X. 

29.87       4 

XJI. 

29  97 

4 

Maliiy 

IX. 

30.14 

4 

XII. 

30.19 

0 

XI. 

29.05 

4 

X. 

30.10 

4 

XII. 

30.17 

4 

Kul)t.  Pulsfnrd      .     . 

IX. 

29.91 

4 

I. 

29.90 

3 

XI. 

28.87 

5 

X. 

29.90 

5 

XII. 

30.00 

5 

U.  S.  S.  Vainlalia      . 

IX. 

30.12 

4 

III. 

29.98 

5 

XII. 

29.27 

4 

X. 

30.08 

4 

II. 

29.89 

4 

18 

23 

oo 

22 

23 

Means 

30.01 

29.99 

29.01 

30.02 

1 

30.01 

OCTODER. 

Comet 

X. 

29.99 

O 

II. 

29.96 

4 

XI. 

29.45 

5 

XI. 

29.90 

3 

I. 

29.90 

4 

Guillen  City      . 

X. 

29.78 

3 

XII. 

29.07 

5 

XI. 

fb  28.53 

4 

X. 

29.70 

6 

XII. 

29.81 

4 

Wild  rigeun     . 

X. 

30.17 

4 

I. 

30.30 

5 

XII. 

t<i  29.05 

4 

IX. 

30.17 

4 

I. 

30.25 

6 

Anibassudur      . 

X. 

29.88 

4 

I. 

30.00 

5 

XII. 

29.17 

5 

X. 

29.91  ;     5  1 

I. 

29.95 

4 

Acasta     .     .     . 

X. 

30.00 

5 

III. 

30.00 

5 

I. 

29.03 

0 

XI. 

30.00 

4  ' 

III. 

30.00 

4 

Comet      .     . 

X. 

30.17 

4 

I. 

30.16 

5 

XI. 

29.34 

4 

X. 

30.05 

5 

XII. 

30.07 

5 

Genesee  .     .     . 

X. 

30.03 

3 

III. 

30.25 

5 

I. 

29.75 

4 

XI. 

29.96 

4 

II. 

30.23 

5 

Toi-narlo        .     . 

X. 

29.77 

3 

VIII. 

29.81 

4 

IX. 

29.49 

4 

X. 

29.77 

4 

VIII. 

29.86 

4 

Senator  Borland 

X. 

29.97 

5 

I. 

29.95 

4 

XI. 

29.40 

4 

X. 

29.95 

4 

XII. 

30.20 

4 

Kealm      .     .      . 

X. 

29.70 

4 

II. 

29.05 

5 

XII. 

29.33 

4 

XI. 

29.65       4 

I. 

29.85 

4 

1 

38 

47 

44 

1  43 

44 

Means 



29.95 

29.97 

. 

29.25 

29.91 

30.01 

November. 

Flyinji-Fish       .... 

XI. 

29.99  i     5 

I. 

29.80 

4 

XII. 

29.52 

4 

XI. 

30.00 

3 

1. 

30.12 

4 

Wild  Pi!;:e„n     . 

XI. 

30.15  i     5 

1. 

30.02 

4 

XII. 

ta  28.71 

5 

XI. 

30.00 

5 

I. 

30.21 

5 

Trade-Wind 

XI. 

29.93 

4 

II. 

30.01 

6 

I. 

29.35 

4 

XII. 

29.88 

4 

II. 

29.95 

4 

Hazard    .     .     . 

XI. 

29.89 

4 

II. 

29.90 

3 

I. 

29.39 

5 

XII. 

29.90 

4 

II. 

29.90 

5 

Newton  .     .     . 

XI. 

29.87 

4 

III. 

29.91 

5 

1. 

29.43 

5 

XII. 

29.93 

6 

II. 

29.95 

5 

Flvini;  Duteliniau 

XI. 

30.00 

5 

I. 

29.93 

5 

XII. 

29.07 

5 

XI. 

30.01 

5 

I. 

29.99 

3 

]>.  0.  Wiiitliroii 

XI. 

29.65 

4 

III. 

29.54 

4 

I. 

29.35 

5 

XII. 

29.03 

5 

II. 

29.53 

4 

Swordlish     .     . 

1       XI. 

29.80 

4  \       I. 

29.96 

5 

XII. 

28.95 

4 

XII. 

29.75       4 

I. 

30,09 

4 

Imaum     .     .     . 

XI. 

30.04 

5    !     III. 

30.07 

4 

I. 

16  29.08  1     5 

XI. 

29.96       5 

II. 

30.00 

5 

40 

40 

42 

40 

39 

Means 

29.92 

29.91 

29.10 

29.90 

29.97 

1 

December. 

Europe 

XII. 

29.90 

9 

III-IV. 

29.93 

19 

II. 

28.92 

14 

XII-I. 

29.87 

6 

III. 

29.85 

11 

George  Brown 

XII. 

29.93 

4 

III. 

29.80 

5 

II. 

29.34 

5 

XII. 

29.80 

4 

III. 

29.83 

5 

Lucia  Field 

XII. 

29.74 

5 

III. 

29.71 

5 

I. 

29.43 

5 

XII. 

29.74 

5 

III. 

29.75 

5 

Southerner  . 

Xll. 

29.88 

4 

IV. 

29  84 

5 

II. 

ia  29.32 

4 

I. 

29.95 

5 

III. 

29.93 

6 

Uriel  .     .     . 

XII. 

29.84 

5 

IV. 

29.70 

6 

II. 

idWAO;     5 

XII, 

29.84 

6 

III. 

29.80 

9 

Elsinore 

XII. 

30.28 

4 

V. 

30.30 

5 

III. 

29.42  1     4 

I. 

30.05 

4 

IV. 

30.21 

4 

Tin;;qua 

XII. 

29.97 

2 

II. 

30.00 

4 

I. 

29.24  '     5 

XII. 

29.92 

4 

II. 

29.95 

4 

(n-av  Feather 

'     XII. 

29.89 

5 

II. 

29.98 

5 

I. 

29.27  <     4 

XII. 

29.91 

4 

II. 

29.90 

4 

Gulden  Gate 

XII. 

30.12 

5 

III. 

30.00 

5 

I. 

29.38       5 

XII. 

30.00 

5 

i     11. 

30.06 

5 

Telei^raph    . 

XII. 

29.85 

4  !      II. 

29.98 

5 

I. 

?«  28.96       5 

XII. 

29.95 

5 

11. 

30.83 

5 

Seaman   .     . 

XII. 

30.12 

6 

11. 

30.17 

5 

I. 

ib  £9.57       4 

XII. 

30.09 

5 

II. 

30.25 

5 

Surprise 

'    xn. 

29.94 

4 

III. 

30.06 

5 

l-II. 

?'•  29.55       4 

I. 

29.95 

5 

II. 

29.96 

6 

57 

74 

64 

57 

68 

Means i 

29.96 

29.96 

29  29 

I 

29.91 

30.02 

Mean  of  all  .     .     .1 

29.97 

29.99 

29.20  1 

29.95 

30.01 

Whole  No.  of  days 

473 

517 

490 

482 

509, 

*  Gales  for  the  most  part.     a.  W.  N.  W.  to  W.  S.  W.  f  Gales  for  the  most  part.     a.  W.  to  S.  W,     i.  S.  W. 

J  Gales  for  the  most  part.     a.  N.  to  S.  S.  W.  round  by  W.     i.   W.  N.  W.  to  VV.  S.  W. 

^  Gales  for  the  most  part.     a.  W.  to  W.  S.  W.     A.  W.  by  S.  to  W.  by  N.     c.  S.  W,  to  S.     (/.  W,  to  .S.  W.     <•.    8.  W.  to  W.  N.  W. 


692 


THE    AVIND    AND    CUKKENT    CH.YRTS. 


Mean  Monthly  Height 

of  the  Barometer— 

- 

IN  N.  E.  TRADES  OF  THE 

IN 

S.  E.  TRADES  OF  THE 

OFF  CAPE  HORN. 

ATLANTIC. 

r.voino. 

ATLANTIC. 

PACIFIC. 

MONTH. 

Bar. 

Dav.snf  nl>- 

Bar. 

Days  of  ob- 

Bar. 

Days  of  ob- 

Bar. 

D.ay  s  of  ob- 

Bar. 

Days of ob- 

scrvation. 

servation. 

servatiou. 

servation. 

servation. 

January       .     .     . 

29.90 

49 

30.00 

50 

29.34 

64 

29.96 

22 

30.04 

55 

Febniary     . 

SCOil 

64 

29.98 

42 

29.24 

43 

29.88 

74 

30.03 

60 

March     .     . 

29.97 

81 

29.95 

53 

29.17 

53 

29.97 

65 

29.90 

45 

April       .     . 

29.98 

58 

29.85 

34 

29.17 

66 

29.91 

76 

29.93 

49 

May    .     .     . 

29.90 

20 

29.93 

73 

29.24 

91 

30.00 

28 

29.97 

69 

jTine  .     .     . 

80.18 

26 

80.05 

57 

29.37 

29 

29.96 

36 

30.03 

98 

July   .     .     . 

29.97 

14 

80.07 

91 

29.12 

17 

80.24 

5 

29.94 

40 

August  .     . 

29.95 

13 

29.84 

47 

29.26 

21 

30.08 

14 

29.88 

32 

September  . 

80.01 

18 

29.94 

26 

29.38 

12 

30.01 

14 

30.20 

10 

October  .     . 

29.95 

38 

29.33 

19 

29.95 

46 

30.08 

19 

November  . 

29.92 

40 

29.99 

13 

29.02 

40 

29.99 

87 

30.50 

6 

December    . 

29.96 

57 

80.00 

31 

29.13 

85 

29.88 

65 

30.04 

26 

Means      .     . 

29.97 

473 

29.96 

517 

29.28 

490 

29.98 

482 

30.05 

509 

One  of  the  aims  kept  constantly  in  view  during  the  preparation  of  these  tables,  Avas  to  follow  the  same 
ship  with  its  barometer  through  the  trade-winds  of  the  Atlantic,  around  Cape  Horn,  and  thence  through 
the  trade-winds  of  the  Pacific,  so  that  the  barometric  difl'ei'ences  off  Cape  Horn  might  be  true. 

If,  therefore,  the  vessel  ])assed  through  the  N.  E.  trades  of  the  Atlantic  in  January,  for  instance,  it 
would  be  some  months  after  before  she  would  arrive  with  the  same  barometer  in  the  N.  E.  trade-wind  regiou 
of  the  Pacific.  Hence,  the  barometers  are  arranged  by  the  months,  in  their  order  only,  for  the  X.  E.  trades 
of  the  Atlantic.  The  months  for  the  other  regions  are  denoted  by  Eoman  numerals — XII.  for  December ; 
I.  for  January;  and  so  on  in  order  of  the  months. 

The  low  state  of  the  barometer  in  the  trade-winds  of  the  Atlantic,  and  especially  in  the  N.  E.  trade- 
winds,  will  not  escape  attention.     The  S.  E.  trade-winds  of  the  Pacific  give  the  highest  barometer. 

Tn  the  Atlantic,  both  systems  of  trade-winds,  but  the  northern  the  most,  are  interfered  with  by  the 
continent  of  Africa  with  its  heated  plains.  These  plains  turn  those  winds  back  from  their  regular  course, 
and  therefore  tend  to  lessen  the  pressure. 

I  know  not  how  better  to  illustrate  this  than  b}'  referring  to  a  canal  wdiich  has  a  gentle  current,  and 
the  water  of  which  we  Avill  liken  to  the  flow  of  the  trade-Avinds. 

Now,  suppose  that,  up-stream  from  the  observer,  some  agent,  a  pump,  for  example,  be  set  to  work  upon 
the  canal,  and  that  it  be  ])umping  up  vast  quantities  of  water  from  the  canal,  as  those  heated  plains  of  Africa 
pump  up  volumes  of  air  from  the  trade-winds — for  that  those  plains  do  cause  vast  columns  of  atmosphere 
to  ascend  there  is  no  doubt,  wdiich  ascending  columns  are,  to  a  great  extent,  drawn  from  the  trade-wind 
region — what  would  be  the  effect?  The  level  of  the  water  in  the  canal  would  be  changed;  its  barometric 
pressure  would  be  diminished  as  it  commenced  to  flow  back,  very  much  in  the  same  way  that  the  baro- 
metric pressure  of  the  trade-winds  is  diminished  when  they  are  turned  back,  and  become  monsoons. 


BAROMETIUC    ANOMALIES   OKI-'   CArK    llOKN    AND    IN'    TIIK   'rUAIiKWINUS.  ()!I3 

The  same  sort  of  agent  from  tlie  plains  of  Texas,  New  Mexico,  &c.,  is  at  work  npon  the  X.  E.  trade- 
winds  of  the  Pacific,  producing  there  the  monsoons  of  Central  America. 

Now  there  is  no  heated  plain  in  the  rear  of  the  S.  K.  trades  of  the  western  Pacific,  no  vis  a  lergo  there 
which  is  capable  of  converting  those  winds  into  a  monsoon,  or  of  changing  their  direction.  Hence  the 
normal  barometrical  status  there — its  excess  in  comparison  with  that  of  other  trade-winds. 

We  may  explain  this  in  another  way;  but  it  amounts  to  the  same  tiling  whether  we  say  tlie  effect  is 
produced  in  the  manner  just  explained,  or  whether  we  say  it  is  produced  by  the  greater  amount  of  atmo- 
sphei'ical  rarefaction  caused  by  the  great  extent  of  heating  surface  on  the  land  in  the  northern  hemisphere, 
in  comparison  with  that  in  the  southern. 

But  the  Cape  Horn  anomaly — the  difference  of  nearly  an  inch  (0.8  inch\  in  the  mean  height  of  the 
barometer  off  Cape  Horn  and  in  the  trade-winds — how  is  tiiat  to  be  accounted  lor? 

The  chapter  on  the  "Barometric  Anomalies  of  the  Andes,"  p.  240,  fifth  edition  of  this  work,  treats  of 
the  converse  of  this  anomal}',  but  alludes  to  the  probability  of  an  average  low  barometer  on  the  western 
side  of  those  mountains. 

After  much  reflection,  no  new  and  complete  explanation  of  this  phenomenon  suggests  itself.  The 
explanation  which  was  proposed  by  ine  in  Silliinan's  Journal,  I80-I,  seems,  after  a  most  careful  review,  to 
be  the  most  plausible  of  any  that  I  am  prepared  to  suggest. 

i'rom  about  45°  S.  to  the  parallel  of  Cape  Ilorn,  lies  the  belt  in  which  the  westerly  winds  of  the  southern 
hemisphere  prevail  with  such  trade-wind  like  regularity. 

The  Southern  Andes  stretch  themselves  perjiendicularly  across  this  belt.  They  obstruct  these  winds 
and  cause  a  piling  up  of  the  atmosphere,  not  unlike  the  piling  up  of  the  water  which  is  produced  by  a  sunken 
rock  in  a  strong  tide  way. 

I  take  Pot  Eock,  in  Hurlgate,  as  an  illustration,  and  because  most  American  navigators  Avill  recollect 
it.  Pot  Rock  was  some  feet  below  the  surface,  8  or  10,  yet  such  was  the  effect  produced  by  it,  in  arresting 
the  waters  which  the  powerful  tides  caused  to  sweep  over  it,  that  there  was  always  to  be  seen  when  the  tide 
was  at  its  strength,  an  elevation  or  piling  up  of  the  water  above — up  stream  from — the  rock.  It  was  a 
sort  of  recast  or  mould  of  the  rock  in  the  water. 

The  greatest  elevation  in  the  water  Avas  not  immediately  over  the  rock,  but  it  was  a  little  up  stream, 
i.  e.  to  windward  of  it.  Nor  Avas  the  greatest  depression  in  the  water  immediately  over  the  rock;  it  was  a 
little  down  stream,  that  is,  to  leeward  of  it. 

There  was  also  another  depression  not  so  great  as  this,  it  is  true,  but  still  it  was  a  depression;  it  was 
above,  or  up  stream  from,  the  piling  up. 

Similar  elevations  and  depressions,  but  on  a  scale  much  more  grand,  do  I  suppose  the  Andes  to  create 
in  the  air,  by  reason  of  the  obstructions  afforded  by  these  mountains  to  the  great  atmospherical  currents. 

In  considering  the  courses  which  combine  to  make  this  low  barometric  pressure  otf  Cape  Horn,  the 
effect,  however  small,  which  is  due  increase  of  ^attraction  on  one  hand,  and  a  diminution  of  superincum- 
bent atmosphere  on  the  other,  should  not  be  forgotten. 


694  THE  WIND  AND  CURRENT  CHARTS. 

Owing  to  tlie  figure  of  the  eartli,  tlic  flattening  in  at  the  poles,  the  navigator,  with  his  barometer,  is 
several  miles  nearer  to  the  centre  of  attraction  when  he  is  off  Cape  Horn,  than  he  is,  when  at  the  equator. 
Being  nearer  to  the  centre,  the  force  of  attraction  is  greater ;  and  if  it  were  possible  to  weigh  the  mer- 
cury in  the  tube  of  his  barometer  at  the  two  places,  he  would  find  that  290  ounces,  for  instance,  at  the 
equator,  would  weigh  291  at  Cape  Horn ;  in  other  words,  that  his  mercury  is  heavier  oft'  Cape  Horn  than 
at  the  equator ;  here,  then,  is  one  of  the  causes,  though  it  be  a  slight  one,  which  may  assist  in  keeping  the 
barometer  down,  off  Cape  Horn. 

Another  one  arises  from  the  decrease  in  the  volume  of  superincumbent  atmosphere,  on  account  of 
those  agents  which  make  the  earth  Hat  at  the  poles. 

Suppose,  for  instance,  that  we  were  removed  from  the  earth,  and  that,  instead  of  seeing  its  shape,  ac- 
cording to  the  outlines  which  the  land  and  water  present,  we  could  see  its  shape  with  its  aerial  covering  on; 
we  should  find  that  the  diflerence  between  the  equatorial  and  polar  diameters  of  this  covering  would  bo 
greater  than  the  difference  between  the  equatorial  and  polar  diameters  of  the  earth,  as  measured  from  the 
sea  level. 

But  these  two  causes — increase  of  attraction  and  oblateness,  do  not  appear  practically  to  affect,  by  any 
considerable  quantity,  the  mean  height  of  the  barometer  in  corresponding  latitudes  north  ;  for  instance,  at 
St.  Petersburg,  in  latitude  59°  56'  N.,  the  mean  height  of  the  barometer,  reduced  to  the  temperature  of 
62°,  is  29.97. 

Upon  a  review  of  the  whole  subject,  therefore,  and  without  going  into  the  question  as  to  the  precise 
effects  due  temperature,  and  the  figure  of  the  earth,  we  are  still  left  to  infer  that  the  barometric  anomalies 
about  Cape  Horn  are  owing,  to  a  considerable  extent,  at  least,  to  the  effect  of  local  agencies  and  causes. 

I  hope  navigators  will  not  let  this  subject  rest ;  that  they  will  continue  to  direct  their  attention  to  it, 
and  to  let  me  have  the  benefit  of  fiirther  and  careful  observations  touching  the  indications  of  the  baro- 
meter off  Cape  Horn.  That  they  may  the  better  be  able  to  do  this,  they  should  bear  in  mind  that  the 
barometric  pressure  off  Cape  Horn  at  29,  is  the  barometric  pressure  elsewhere,  of  30 ;  and  that  when  they 
see  the  barometer  off  Cape  Horn  sink  down  to  28,  it  is  no  more  significant  of  a  gale,  than  a  barometer  at 
29  is  in  the  North  Atlantic.  Perhaps,  if  South  Sea  navigators  will  bear  this  fact  in  mind,  and  count  the 
changes  above  and  below  29,  instead  of  30,  this  instrument  may  redeem  its  lost  character  off"  Cape  Horn. 


KOUTE  TO  CALIFOKNIA. 

We  have  now  brought  the  great  highway  around  Cape  Horn,  to  another  turning  ofi'  place  or  fork  of 
the  road. 

At  50°  S.,  in  the  Pacific,  the  Soutli  American  bound  traders  part  company  with  the  California  fleet. 
Here,  or  near  by,  they  all,  whether  bound  for  Valparaiso,  Callao,  Guayaquil,  or  the  Intermedios,  turn  off; 
they  liave  sailed  under  our  guide  and  in  company  with  us  so  far,  but  now  they  all  leave  the  great  California 
trail  to  make  the  best  of  their  way  each  to  the  port  of  destination.     With  flowing  sheets,  and  fair  winds, 


ROUTE   TO    CALIFOKNJA.  695 

the  course  is  plain.  Not  a  \vord  in  addition  to  what  the  Pilot  Charts  contain  can  be  said  to  make  the 
way  plainer  to  thcni,  except  tlie  oit-rcpeated  caution,  to  go  straight  across  the  calm  belt  of  Capricorn, 
turning  neither  to  the  east  nor  to  the  west,  until  it  be  crossed,  and  the  navigator  finds  himself  fairly  within 
the  trade-wind  region  beyond. 

The  Valparaiso  bound  vessel  should  hug  the  shore  close  enough  to  make  the  land  to  the  southward 
of  her  port ;  those  for  Callao,  &c.,  keeping  straight  on. 

The  California  bound  vessels  should  aim  to  enter  the  S.  E.  trade-wind  region  of  the  Paciricas  far  to  the 
west,  provided  they  keep  tliis  side  of  1 15°  or  r20°,  as  they  well  can ;  they  should  not  fight  with  head  winds, 
to  nuiko  westing;  nor  should  they  turn  much  from  the  direct  course  when  the  winds  arc  fair.  But  when 
winds  arc  dead  ahead,  stand  off  to  the  westward,  especially  if  you  be  south  of  the  trade-wind  region.  Having 
crossed  the  parallel  of  35°  S.,  and  taken  the  trades,  the  navigator,  with  the  wind  (puirtering  and  all  sails 
drawing,  should  now  make  the  best  of  his  way  to  the  equator,  aiming  to  cross  it  between  1U5°  and  125°, 
according  to  the  season  of  the  year,  and  the  directions  and  the  tables  hereinafter  given. 

I  wish  here  to  call  the  attention  of  navigators  to  the  winds  they  are  to  expect  between  the  parallel  of 
50°  S.,  in  the  Pacific  -and  the  equator,  especially  as  it  regards  their  reliability. 

In  the  table  of  Cape  Horn  Crossings  (p.  680),  are  given  the  times  from  the  parallel  of  7°  S.,  to  the 
parallel  of  50°  S.,  in  the  Atlantic.  The  distance  between  the  two  parallels  there  is  about  2,900  miles ;  the 
average  time  27.6  days,  and  the  mean  daily  run,  105  miles. 

The  distance  from  50°  S.,  in  the  Pacific,  to  the  usual  crossing- place  on  the  line — California  track — is 
about  3,500  miles,  the  average  time  27.8  days,  and  the  mean  daily  run,  120  miles. 

The  winds  between  50°  S.  and  the  equator  are  so  much  more  strong,  steady,  and  reliable,  as  the  baro- 
meter would  lead  us  to  expect,  on  the  Pacific,  than  they  are  on  the  Atlantic  side  of  the  continent,  that  the 
ratio  between  them  in  these  respects  is  as  2,900  to  3,500,  for  it  is  as  easy  to  make  3,500  miles  Avith  them  in 
one  ocean,  as  it  is  2,900  in  the  other.  .  ■ 

An  examination  of  the  mean  monthly  passages,  from  crossing  to  crossing,  will  also  show  a  greater 
regularity,  implying  thereby  more  stable  winds. 

The  greatest  monthly  average  on  the  east  side  is  32  days  in  August;  on  the  west,  24.8  in  November — 
extreme  difference,  7.2  days. 

The  greatest  monthly  average  on  the  west  side  is  31  days ;  the  least,  2-4  days— extreme  dillerence, 
7  days. 

But  a  comparison  of  the  tables  for  a  moment  only,  will  show  wuth  how  much  more  regularity  as  to 
time  the  passages  are  made  on  the  one  side  than  they  are  on  the  other. 

The  following  communication  from  Captain  Frank  Smith,  of  the  Messenger,  throws  light  on  what 
I  have  already  said,  and  has  a  bearing  upon  something  that  I  have  to  say. 

"You  will  herewith  receive  my  abstract  logs  of  ships  Messenger  and  Susquehanna,  on  vo3'ages  'round 
the  world.'  I  am  sorry  neither  of  them  have  been  kept  as  full  as  you  have  desired,  neither  of  my  ships  being 
provided  with  hold  cocks;  and  I  have  noted  none  of  my  observations  for  variation  of  the  compass;  as,  although 


696  THE  WIXD  AND  CURKENT  CHARTS. 

my  attention  was  at  all  times  directed  to  tlie  subject,  I  Lave  rarely  found  any  difierence  from  that  marked 
on  the  late  Charts.  In  the  observations  noted,  I  have  aimed  at  correctness  and  brevity.  Should  you 
take  occasion  to  examine  the  Messenger's  log,  you  will  perceive  I  have  had  more  than  a  reasonable,  or 
usual  share,  of  unfavoraljle  winds,  light  airs,  and  calms,  the  round  voyage,  but  more  especially  between  New 
York  and  San  Francisco.  1  aimed,  by  the  aid  of  your  Charts  and  Instructions,  at  maintaining  good  posi- 
tions and  improving  all  chances;  you  will  notice,  being  jammed  by  a  northwester  along  the  coast  of  Chili, 
forcino-  me  1U°  of  long,  to  the  eastward  in  6  days.  I  entered  the  S.  E.  trades  in  78i°  W.;  being  so  far  to 
the  eastward,  I  was  induced  to  follow  your  proposed  track  across  the  equator,  and  crossed  in  102J°  W., 
but  I  think  it  too  far  east,  as  it  is  certainly  within  the  influence  of  some  cause  producing  a  calm  sjMce  at 
that  season  of  the  year  (September);  you  will  find  my  remarks  at  some  length,  noted  in  the  log,  and  trust 
you  will  make  proper  allowance  for  my  apparent  petulance  in  complaining,  and  presumption  in  expressing 
an  opinion  differing  from  yours,  when  mine  is  founded  on  a  limited  personal  observation,  while  yours  is  the 
result  of  a  mass  of  information  from  a  multitude  of  personal  observations,  each  of  which  may  be  entitled 
to  the  same  amount  of  credit  as  my  own.  But  it  rerpiires  more  than  human  iMicers  of  patient  endurance, 
to  be  from  20  to  25  days  becalmed,  north  of  the  equator,  in  the  Pacific,  on  board  of  a  clipper  ship,  bound 
to  California,  when  your  imagination  paints  all  your  competitors  passing  you  to  the  westward  with  a 
breeze ;  and  when  I  arrived  at  San  Francisco,  I  found  ships  in  jiort  that  had  crossed  the  equator  to  the 
westward,  days  after  I  did,  one  of  which  crossed  to  the  westward  of  120°  W.  Nothing  would  induce  me 
again  to  attempt  a  passage  to  the  eastward  of  100°  or  115°  W. ;  the  very  thought  of  my  helpless  situation 
there  still  gives  me  the  shuddering  horrors.  I  think  the  last  7  or  8  months  past,  must  have  been  an  ex- 
traordinary period  of  tranquillity  in  all  the  regions  I  have  passed  through.  I  heard  many  remarks  and 
complaints  of  cahn  and  llgld  airs,  both  in  California  and  China,  and  since  I  entered  the  S.  E.  trades  above 
referred  to,  I  have  been  over  6  months  at  sea,  '  running  down'  nearly  all  the  trade-winds  that  blow, 
together  with  the  N.  E.  monsoons  of  the  China  Sea,  in  the  season  of  their  strength,  and  yet  I  have  ex- 
perienced, in  all  that  time  and  sj^'"-'',  ^^''■^  1^  days  with  wind  sufficient  to  keep  my  canvas  from  slating  against 
the  mast,  and  only  two  days  in  which  my  skysails  where  furled  throughout  the  24  hours. 

"I  deem  it  but  proper  to  say,  ere  I  close,  that  I  feel  myself  (in  common  with  the  great  maritime  interests 
of  our  country),  greatly  indebted  to  your  invaluable  researches,  and  the  great  skill  you  have  developed  in 
laving  such  a  mass  of  information  before  us,  in  such  an  available  form,  as  we  have  in  your  Charts ;  and  I 
trust  your  flattering  success  continues  to  animate  you,  and  that  you  will  make  us  in  due  time  as  familiar  with 
the  Great  Pacific  and  Indian  Oceans  as  you  have  with  the  Atlantic.  That  old  and  beaten  track  has  been 
brought  out  of  darkness  into  marvellous  light,  and  I  expect  many  important  errors  have  possession  of  our 
minds,  with  regard  to  the  others,  which  your  researches  are  destined  to  dispel;  and  your  beautiful  theory  on 
the  circulation  of  the  atmosiihere  gives  a  charm  to  its  study,  that  cannot  fail  to  excite  such  an  interest  on  the 
subject  as  will  make  every  thinking  sailor  more  attentive  and  observant  of  the  great  laws  of  nature  in 
action  around  him.  Here  I  suppose  I  should  close,  as  I  have  already  wrote  more  perhaps  than  you  will  have 
leisure  or  disposition  to  read ;  yet,  if  I  felt  free  to  ask  questions,  and  time  and  place  admitted  of  it,  I  should 


KOUTE   TO    CAIJFUKMA.  (J97 

be  a  very  teasing  pupil,  as,  in  the  study  of  yonr  important  labors,  man}'-  suggest  themselves  to  me.  For 
instance,  in  what  latitude,  at  different  seasons,  should  wo  look  for  the  southern  edge  of  the  S.  E.  trades  in 
the  Pacific;  and  if  they  don't  prevail  farther  to  the  soutliward,  near  tlie  coast  of  South  America,  than  out  to 
the  westward  in  the  open  sea?  As,  in  the  Susquehanna,  iu  April,  1851,  in  long,  fi'om  87°  to  02°  W.,  I  had  a 
succession  of  northers  for  7  or  8  days,  between  lat.  30°  and  20°  S.,  while  ships  to  the  eastward  of  me,  in  the 
same  month,  got  the  S.  E.  trades  in  29°  or  oO°  S.  And  again,  what  is  the  chance  of  a  passage  from  the  west 
coast  of  North  America  to  China,  in  a  high  latitude,  corresponding  witli  packet  route  from  the  Brilisli  Chan- 
nel to  the  United  States?  The  length  of  this  admonishes  mc ;  but  one  thing  more :  What  influence  has 
the  moon  or  its  phases  on  the  wind  ?  I  have  been,  and  continue  in  the  habit  of  looking  for  and  calculating 
upon  its  influence,  upon  wind  and  weather,  especially,  in  tlic  tropic,  in  inuk-ivinds,  s.u.di  near  the  land,  during 
full  and  change ;  and  when  studying  your  Track  Chart,  with  tlic  view  of  profiting  by  the  experience  of 
others,  I  always  feel  the  want  of  some  mark  on  each  track  by  which  the  moou'.s  age  could  be  known  ;  as, 
for  example,  its  quarterings,  so  noted  as  to  express  the  ship's  position  at  the  time  of  their  occurrence;  then 
the  student,  by  counting  backwards  or  forwards,  could  inform  himself  of  the  desired  particular.  Excuse  my 
tediousness,  and  allow  me  to  conclude  Avith  the  expression  of  my  sincere  hopes  that  your  very  laudable 
zeal,  in  the  jrarsuit  of  so  useful  and  patriotic  an  object  as  your  labors  tend  to  advance,  will  meet  a  high 
and  just  reward." 

Ship  Messenger  (Frank  Smith),  New  York  to  California. 

"June  16,  1852.  Lat.  11°  00'  N.;  long.  8-1°  39'  W.  Barometer,  30.00;  temperature  of  air,  79°;  of 
surface,  78°.  "Winds:  during  the  day,  E.  by  N.  First  part,  fine  breezes;  middle  and  latter  parts,  light 
winds.  The  sea  has  been  heaving  up  in  rips,  and  splashing  to  windward,  very  much  like  a  weather  tide, 
or  current. 

June  22.  Lat.  -1°  27'  N. ;  long.  27°  53'  W.  Barometer,  30.05 ;  temperature  of  air,  80° ;  of  surface, 
79°.  Winds :  S.  by  W.,  S.  by  W.,  and  S.  by  E.  Begins  moderate  and  clear ;  middle,  light  airs  and  cloudy ; 
latter  part,  moderate  and  clear.  At  the  beginning,  I  tacked  and  stood  to  the  westward,  in  the  hope  of 
coming  up  on  that  track  before  I  reached  the  long.  30°  W.  As  I  found  myself  in  25°  43'  W.,  and  nearly 
6°  north,  I  was  ajiprehensive,  if  I  stood  farther  to  the  eastward,!  might  run  out  of  the  wind,  and  be  baffled 
with  calm  and  light  airs;  and  I  prefer  running,  for  a  change,  to  waiting  a  Avind;  and  I  consider  it  better 
to  beat  to  windward  in  short  tacks  to  the  west  of  25°,  than  to  risk  the  calms  to  the  east.  [A  sound  cou- 
clusion.] 

July  20.  Lat.  42°  31'  S.;  long.  58°  21'  W.  Barometer,  29.75;  temperature  of  air,  52°;  of  surface, 
43°.  Began  with  a  breeze  from  the  west,  which  gradually  canted  to  N.  AV.,  and  freshened  to  a  ten-knot 
breeze;  but  before  midnight  it  died  away  to  a  calm,  and  light  airs  from  northward,  northward  and  east- 
ward, and  east.  This  wind,  for  three  days,  has  drawn  gradually  around  the  compass  against  the  sun,  from 
N.  E.  and  E.  to  S.  and  W.,  N.  W.,  and  E.  N.,  which  I  take  it  is  unusual  weather.  Since  passing  the  parallel 
of  St.  Catharine's,  have  experienced  more  light  and  baflling  weather  than  I  have  encountered  for  a  long 
88 


TIIK   WIND   AND   CURRENT   CHARTS. 

time;  and  what  makes  it  more  strange,  we  have  had  a  new  moon  during  the  intcrvaL  It  is  now  four  days 
old.     [The  moon  has  nothing  to  do  witli  it.] 

August  2.  Lat.  57°  28'  S.;  long.  7-i°  05'  W.  Barometer,  28.G0;  temperature  of  air,  38°;  of  surfixce, 
38°.  Winds :  N.,  N.  W.,  and  N.  W.  Began  with  northerly  winds,  which  soon  increased  to  a  gale.  I  run 
the  ship  to  S.  W.,  taking  in  sail  as  required ;  at  -i  P.  M.  found  it  necessary  to  heave  the  ship  to  under  close- 
reefed  main-topsail,  and  fore-topmast  staysail,  from  3  until  8  P.  M.,  and  afterwards  in  squalls,  until  mid- 
night, it  blew  a  terriiic  gale;  its  force  seemed  irresistible;  its  sound  was  deafening,  and  to  look  upon  it  was 
bewildering.  Its  strength  seemed  broken  at  8  P.  M.,  or  four  hours  after  it  commenced.  But  the  squall 
which  followed,  when  accompanied  by  hail,  seemed  sufficient  to  flai/  everything  it  met  with.  I  found  the 
barometer  of  signal  advantage  to  me,  as  its  indications  prevented  my  making  or  carrying  sail,  as  I  should 
have  done  if  I  had  not  been  influenced  by  it.  I  was  just  in  time  in  getting  sail  oft' my  ship.  The  barometer 
fell  to  28.60,  and  there  remained  during  the  gale.  At  meridian,  both  gale  and  sea  had  moderated,  when  glass 
rose  to  28.90. 

Aug.  16.  Lat.  32°  48'  S.;  long.  80°  10'  W.  Barometer,  30.05  ;  temperature  of  air,  59°;  of  surface, 
56°.  Winds  during  the  day,  N.  W.  In  looking  back,  I  find  this  the  seventieth  day  since  we  have  had  a 
wind  with  which  the  ship  lay  her  course  throughout  the  day  ;  and  this  is  my  seventy-sixth  day  out — under 
the  circumstances,  a  short  passage  to  Valparaiso. 

Aug.  18.  Lat.  2-i°  01'  S. ;  long.  80°  36'  W.  Barometer,  30.00 ;  temperature  of  air,  61° ;  of  surface, 
60°.  Winds :  N.  W.  to  W.  N.  W.,  W.  N.  W.,  S.  E.  Moderate,  light  winds  throughout,  with  a  floating 
fog  drenching  like  a  rain,  and  flying  very  low,  as  the  blue  sky  was  always  visible  over  head.  The  S.  W. 
swell  increased  to  such  enormous  magnitude  as  to  attract  my  particular  notice,  and  I  endeavored  to  esti- 
mate its  height  and  distance  between  the  ridges  (or  caps  of  the  rollers),  and  I  think  they  were  800  yards 
apart ;  and  when  between,  in  the  trough,  the  next  ridge,  beyond  those  forming  the  trough,  could  not  always 
be  seen  at  an  elevation  of  twenty-five  feet  above  the  sea. 

Aug.  29.  Lat.  21°  09'  S. ;  long.  83°  07'  W.  Barometer,  30.10  ;  temperature  of  air,  64° ;  surfiice,  62°. 
Winds  during  the  day,  S.  E. 

This  has  been  the  first  day  for  seventy-three  days  that  I  have  had  the  privilege  of  recording  a  fair  wind 
throughout  the  24  hours,  and  this  has  to  be  but  a  light  one,  but  steady.  The  first  20  hours  were  overcast, 
but  the  last  four  Ijeautiful  and  clear;  the  heavy  S.  W.  swell  subsiding,  from  which  I  am  flattered  with  the 
hope  we  are  entering  the  trades." 

Between  the  equator  and  10°  or  12°  N.,  according  to  the  season  of  the  year,  the  California-bound 
navigator  may  expect  to  lose  the  S.  E.  and  to  get  the  N.  E.  trade-winds. 

He  will  find  these  last  nearest  the  equator  in  January,  February,  and  March ;  but  in  July,  August,  and 
September,  he  will  sometimes  find  himself  to  the  north  of  the  parallel  of  15°  N.,  before  he  gets  fairly  into 
the  N.  E.  trades.  And  sometimes',  especially  in  summer  and  Ml,  he  will  not  get  them  at  all,  unless  he  keeps 
well  out  to  the  west.     Having  them,  he  should  steer  a  good  rap  full  at  least,  aiming,  of  course,  to  cross  the 


KOLTE   TO    CALIKORNIA.  '  699 

parallel  of  20°  N.,  in  about  125°  W.,  or  rather,  not  to  tlic  east  of  that,  particularly  from  June  to  November. 
His  course,  after  crossing  20°  N.,  is  necessarily  to  tlie  norlliwanl  anil  westward  until  lie  loses  the  N.  Tv  trades. 
He  should  aim  to  reach  the  latitude  of  his  port  without  going  to  the  west  of  l.'!0°  W.,  if  he  can  help  it,  or 
approaching  nearer  than  250  or  300  miles  to  the  land  until  ho  passes  out  of  the  belt  of  the  X.  Y,.  trades  and 
gets  into  the  variables,  the  iirevailing  direction  of  which  is  westerly. 

"  Where  shall  we  take  the  S.  E.  and  lose  the  N.  E.  trades  on  the  pa.ssage  to  California  ?"  is  an  important 
(piestion  for  the  navigator  to  have  answered,  who  is  striving  for  a  short  passage  on  the  west  coast  of  South 
America.  From  the  parallel  of  Cape  Ilorn  up  to  the  belt  of  light  winds  and  calms,  througli  which  you 
generally  pass  before  getting  into  the  S.  E.  trades,  the  prevailing  winds  are  westwardly  winds,  having 
northing  more  frequently  than  southing  in  tliem. 

Between  the  northwest  coast  and  the  meridian  of  130°  W.,  from  30°  to  40°  N.,  the  prevailing  direction 
of  the  wind  in  summer  and  fall  is  from  the  northward  to  the  westward  inclusive ;  whereas,  to  the  west  of 
130°,  and  between  the  same  parallels,  the  N.  E.  trades  are  the  prevailing  winds  of  these  two  seasons.  There 
is  a  marked  difference  in  the  direction  of  the  winds  on  the  opposite  sides  of  the  meridian  of  130°  W.  in  the 
North  Pacific.  The  cause  of  this  difference  has  been  completely  unmasked  by  the  researches  connected 
with  these  Charts.  The  agent  which  produces  it  has  its  seat  in  the  arid  plains  of  New  Mexico,  Northern 
Texas,  and  the  regions  round  about.  At  this  season  of  the  j'car,  the  prevailing  winds  in  the  western  part 
of  the  Gulf  of  Mexico  arc  from  the  southward  and  eastward;  /.  c.  towards  that  great  centre  of  rarefaction. 
At  this  season  of  the  j'car,  too,  the  prevailing  winds  in  the  Pacific,  ofT  the  coasts  of  Central  America,  are 
from  the  southward,  and  also  towards  the  same  centre  of  heated  plains  and  ascending  columns  of  air;  and 
we  liave  S(ien  that  off  the  coasts  of  California,  between  the  parallels  of  35"  and  40°  N.,  the  prevailing  winds 
of  this  season  arc  from  the  noi-thward  and  westwanl — also  towards  this  great  inland  "blow  hole.''  In  it, 
is  .seated  a  monsoon  agent,  whose  inlluencc  is  felt  for  more  than  a  thousand  miles  out  to  sea,  drawing  back 
the  N.  E.  trades  of  the  Pacific,  and  converting  them  into  a  southwardly  monsoon  fen-  half  the  year;  deflecting 
the  N.  E.  trades  of  the  Gulf  of  Mexico,  and  converting  them  into  a  southeasterly  monsoon,  during  the  same 
season;  and  so  influencing  the  prevailing  S.  TV.  winds  ofi'  our  Northwest  Pacific  coast,  that  they,  too,  are 
almost  made  to  blow  a  northwesterly  monsoon. 

Therefore,  vessels  bound  to  San  Francisco,  should  not^  unless  forced  by  adver.se  wind.s,  go  any  farther 
beyond  the  meridian  of  130°  W.  than  they  can  help. 

Supposing  that  vessels  generally  will  bo  aljle  to  reach  30°  N.  without  crossing  the  meridian  of  130° 
W.,  the  distance  per  great  circle  from  Cape  Horn  to  its  point  of  intersection  with  that  parallel  is  about 
6,000  miles. 

And  supposing,  moreover,  that  California  bound  vessels  will  generally,  after  doubling  Cape  Horn,  be 
a\)le  to  cross  the  parallel  of  50°  S.,  between  the  meridians  of  80°  and  100°  W.,  their  .shortest  distance  in 
miles  thence  to  30°  N.,  at  its  inter.seetion  with  the  meridian  of  130°  W.,  would  be  to  cross  40°  S.  in  about 
100°  W.;  30°  S.  in  about  104°;  20°  S.  in  about  109°  ;  the  equator  in  117°  W. ;  and  30°  N.,  about  130° 
W.  (120°  if  you  can).     By  crossing  the  line  10°  farther  to  the  cast,  or  10°  farther  to  the  west  of  117°,  the 


700  "  T"K    WIND    AND    CURRENT    CHARTS. 

great  circle  distance  from  Cape  Horn  to  tlie  intersection  of  30°  N.  with  130°  W.,  will  be  increased  only 
about  150  miles. 

Navigators  appear  to  tliink  that  the  turning-point  on  a  California  voyage,  is  the  place  of  ci'ossing  the 
equator  in  the  Pacific.  But  the  crossing  wliich  may  give  the  shortest  run  thence  to  California,  may  not  be 
the  crossing  which  it  is  most  easy  to  make  from  the  United  States ;  and  it  is  my  wish  to  give,  in  these 
Sailing  Directions,  the  routes  which  on  the  average  will  afford  the  shortest  passages  to  vessels  that  have 
doubled  Cape  Horn  and  are  bound  direct  to  California. 

First,  therefore,  let  us  see  which  cro.ssings  of  the  equator  in  the  Pacific  give  the  shortest  runs  on  tlie 
averacfe  thence  to  San  Francisco;  then,  let  us  find  out  which  of  these  crossings  it  is  most  easy  to  reach  from 
Cape  Horn,  and  then,  liy  comparing  the  two,  wc  may  be  able  to  lay  down  the  best  route  from  Cape  Horn 
to  California. 

Independent  of  the  information  that  has  been  elicited  by  these  investigations  connected  with  the  Wind 
and  Current  Charts,  but  little  was  known  by  navigators  as  to  the  winds  and  currents  after  doubling  Cape 
ITorn,  on  tlie  California  route. 

Navigators  knew,  indeed,  that  on  that  route  they  had  to  cross  the  belt  botli  of  the  S.  E.  and  of  the  N.  E. 
trade-winds.  But  in  what  longitude  to  cross  them ;  between  what  meridians  are  these  trade-winds  most 
constant,  steady,  and  fresh ;  and  between  what  meridians  is  it  less  difficult  to  cross  the  belt  of  equatorial 
calms  which  separate  these  two  systems  of  trade-winds;  and  when,  at  what  distance  from  the  coast,  are  the 
light  airs  and  calms  of  the  horse  latitudes,  which  are  found  on  the  polar  borders  of  the  S.  E.  as  well  as  of 
the  N.  E.  trades,  less  vexatious?  These  are  some  of  the  questions  to  which  definite  answers  had  to  be 
given,  before  it  could  be  assei'ted  with  confidence  that  this  or  that  is  certainly  the  best  route  to  California. 

The  Pilot  Charts,  the  Track  Charts,  and  proper  attention  to  the  tables  I  am  about  to  give,  will  tell  this 
to  all  who  consult  them  diligently. 

Having  exhausted  my  materials  for  Pilot  Charts  of  this  route,  I  have,  with  the  assistance  of  Lieuts. 
George  Minor  and  Eobert  H.  Wyman,  overhauled  the  whole  series  of  log-books  in  my  possession  for 
California  passages.  From  them  is  derived  the  following  tables  of  California  Crossings,  giving  the  name  of 
the  vessel ;  the  year ;  the  number  of  days'  passage  from  the  U.  S.  generally,  to  the  equator  in  the  Pacific ; 
the  place  and  month  of  crossing  the  equator;  and  the  number  of  days  thence  to  California.  The  crossings 
on  the  equator,  and  of  various  parallels  of  latitude,  are  also  given. 


HOLITE    TO    CALIFORNIA. 


;-oi 


Crossings 

in  the  Pacific,  from  50° 

S.  to  the  Equator. 

Date  of 

LOXGITIDE  OF  CROSSIXU  Till;   I'AIIA  I.I.UI.S  OF — 

Longitude    Date  of  crossing 

Days     1 

Jays  from 

.NAME  OP  VESSEL. 

crossing 
paniUcI  of 

>f  crossing       the  ecjuator. 

rom  50° 
~>.  to  the 

the  equa- 

1 

the  equa- 

tor to  San 

50°  S. 

50°  S.   1    40°  S.       85°  S. 

00°  S.       25°  S. 

tor. 

ei|Uator. 

Francisco. 

Long.  W.  Long.  \V.  Long.  \V., 

Long.  W.  Long.  W. 

Long.  W. 

1 

Days. 

Days. 

0         /  .      o         /         0         / 

o        /       o        / 

o        r 

J.txr.^BT. 

1                                      1 

1 

Hazard    .... 

28, 1851 

77  00   81  00   83  00 

84  00,  86  00, 

109  00  Feb.    21,1851, 

24 

24 

Helena    .     .     . 

28,     " 

78  00   83  OO'  87  00 

91  00   94  00 

110  00 

"       19,     " 

22 

21 

]{u.ssell    .     .     . 

8, 1850 

83  00    88  00:  84  00 

85  00    89  00 

110  00 

7, 1850 

80 

37 

Cvirnet    .     .     . 

27,     " 

84  00   88  00 

79  00:  81  00    87  OOj 

111  00    "      26,     " 

30 

29 

1{"  C.  Winthrop 

81, 1851 

82  00    86  00 

87  00 

90  00;  92  00 

110  00  Mar.      8,1851 

31 

29 

Totomac      .     . 

31,     " 

80  00    79  00 

79  00 

83  00'  88  00 

111  00    "         3,     " 

31 

32 

SwordOsh     .     . 

2, 1852 

80  00   90  00   94  00 

95  oo:  98  00 

110  00  Jan.    21,1852 

19 

20 

Seamau    .     .     . 

28, 1851 

79  00   83  00|  88  00 

92  00   97  00 

118  00  Feb.    20,1851 

23 

18 

Aeasta     .     .     . 

81,     " 

82  00    86  00    87  00 

91  00    92  00 

121  00  Mar.    10,     " 

38 

28 

Trade-Wind     . 

13, 1853 

81  00    87  00:  95  00    96  00    99  00 

112  00 

Feb.      7, 1853 

25 

16 

Contest    .     .     . 

19,     " 

81  00,  82  00;  84  00'  88  00    91  00 

111  00 

"         9,     " 

21 

16 

Tingcpia       .     . 

27,     " 

80  00    80  OO;  S8  00    85  00,  84  00 

106  00 

"       19,     " 

23 

27 

Gray  Feather 

26,     " 

79  00    81  00'  84  00    89  00;  89  00 

110  00 

"       18^     " 

28 

25 

Realm      .     . 

9        a 

"J 

83  00   85  00,  84  00 

88  00 

92  00 

113  00 

ti           r       11 

36 

36 

Ca])itol     .     . 

4,     " 

81  00   77  00'  75  00 

73  00 

77  00 

113  00    "        7,     " 

34 

20 

Golden  Gate 

29,     " 

79  00;  79  00;  80  00   81  00 

82  00 

104  00 

"        24,      " 

26 

24 

Telegraph    . 

25,     "        81  00    83  00|  85  00 

88  00 

90  00 

110  00 

"       17^     " 

23 

21 

Samoset. 

10, 1851  i  78  00,  81  00'  82  00 

86  OOl  86  00 

108  00 

"      18, 1851 

89 

27 

Average  .     .     . 

80  08l  82  13^  84  24 

87  00    89  00 

110   .HO 

27.7 

25.0 

February. 



*Whiton      .     .     . 

16, 1847 

8D  00 

77  00    79  00 

80  00   82  00 

93  00  Mar.    13,1847 

25 

42 

Geo.  Bro^^■n      .     . 

13, 1861 

80  00 

86  00   88  00 

89  00'  91  00 

105  00 

"       14,1851 

29 

22 

Whitou  .     .     .     . 

11, 1849 

84  00 

76  00    74  00 

78  00,  87  00 

109  00 

"      15, 1849 

32 

28 

Samuel  Ai)2)leton 

26, 1851 

79  00    83  00    88  00 

90  00   93  00 

109  00 

"      23, 1851 

25 

18 

-Uriel      .     .     .     . 

28,     " 

78  00 

82  00    85  00 

86  00:  90  00 

110  00 

"      30,     " 

30 

34 

Surprise       .     .     . 

8,     " 

79  00 

82  00:  83  00 

86  OOl  88  00 

110  00 

3,     " 

23 

17 

Hannibal      .     .     . 

23, 1850 

95  00 

84  00    89  00 

93  oo:  98  00 

115  00 

"       22, 1850 

27 

29 

Southerner 

27, 1851 

80  00 

85  00    90  00 

87  OOi  88  00 

117  00 

"       80, 1851 

81 

28 

Kewton  .     .     .     . 

4,     "        81  00    80  00    79  00 

79  oo:  85  00 

117  00 

"       10,     " 

34 

26 

Canton    .     .     .     • 

28,1850:  85  00 

88  00    89  00 

94  00    97  00 

118  00 

"       28, 1850 

28 

29 

Lucia  Field       .     . 

5, 1851 

78  00 

88  00    87  00 

91  00 

95  00 

119  00 

"       19, 1851 

42 

31 

Europe    .     .     .     . 

17, 1852 

80  00 

78  00,  76  00 

77  00 

81  00 

100  00 

"      17,1852 

28 

35 

Lantao     .     .     .     . 

23, 1851 

81  00 

84  00    88  00 

92  00 

94  00 

118  00 

"       21,1851 

26 

20 

*A.  F.  Jenness 

25,  1853 

80  00 

76  00    78  00 

78  00 

78  00 

100  00 

Apr.   12,1853 

46 

54 

Kentucky    .     .     . 

17,     " 

88  00 

96  00103  00 

107  00 

110  00 

118  00 

Mar.    26,     " 

37 

25 

Golden  West   .     . 

24,     " 

81  00 

77  00 

79  00 

84  00 

89  00 

107  00 

"      24,     " 

28 

23 

.Tohn  Bertram  .     . 

17, 1852 

84  00 

89  00 

94  00 

95  00 

96  00 

110  00 

"        S,  1852 

20 

18 

Danube   .     .     .     . 

18, 1858 

80  00 

82  00 

83  00 

86  00 

91  00 

110  00 

"      23, 1853 

38 

26 

Anna  Kimball 

19,     " 

79  00 

83  00 

83  00 

88  00 

92  00 

114  00 

"       22,     " 

31 

22 

Cygnet    .     .     .     . 

6,     " 

85  00 

84  00 

83  00 

88  00 

91  00 

109  00 

8,     " 

80 

30 

*Thos.  Church 

18,     " 

78  00 

79  OO;  76  00 

79  00 

81  00 

111  00 

"      30,     " 

48 

46 

AVinged  Racer 

13,     " 

82  00 

81  oo:  84  00 

89  00    93  00 

106  00 

11          7       ii 
'i 

22 

21 

Flying  Childcrs     . 

19,     " 

81  00 

88  00:  83  00 

86  00    92  00 

117  00 

"       19,     " 

28 

22 

Living  Age       .     . 

8,      " 

79  00 

81  00,  82  00 

87  00    92  00 

112  00 

a         12,       " 

32 

20 

Bald  Eagle  . 

23,     " 

85  00 

95  OOj  99  00 

97  00,100  00 

111  00 

"      23,     " 

28 

19 

F.  W.  Brune 

1,     " 

90  00 

95  00    96  00 

98  00  100  00 

107  00 

K                 9           i( 

29 

29 

Storm      .     . 

20,     " 

79  00 

82  oo!  83  00 

88  00    91  00 

110  oo;    "       17,     " 

25 

28 

Alboni     .     . 

1,     " 

85  00 

94  00|  96  00 

98  00  102  00 

114  00  Feb.    27,     " 

26 

80 

*Sartclle       . 

10, 1852 

80  00 

74  00 

80  00 

81  00    84  00 

107  00  Mar.    10,1852 

28 

89 

Average  .     .     . 

82  27 

79  17   80  04   85  02   91  36 

110  16 

28.8 

24.4 

•  Not  incluc 

ledi 

11  tlie  aTCrage 

702 


THE    WIND    AND    CURRENT    CHARTS. 


Crossin 

gs  in 

the  Pacific 

,  from  50°  S.  to  the  Equator — Continued. 

Date  of 

LONGITUDE  OF  CROSSING   THE   PARALLELS  OF 

Longituilc 

Date  of  ci 

issing 

Days 

Days  from 

KAME  OF  VESSEL. 

crossing 
parallel  of 

of  crossing 
iLe  equa- 

the eiiuator. 

fi-oni  .'■|0° 
S.  to  tlie 

the  equa- 

tor to  San 

5(1°  S. 

50° 

S. 

40°  S. 

3.5°  S. 

30°  s. 

'2^^°  S. 

tor. 

equator. 

Francisco. 

Long 

w. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

Makch. 

o 

/ 

0           / 

o        / 

o       / 

o       / 

0          / 

Hurricane    .     .     . 

4, 1852 

81 

00 

80  00 

82  00 

85  00 

88  00 

103  00 

Mar.  22, 

1852 

IS 

24 

Great  Britain   .     . 

25,     " 

79 

00 

81  00 

74  00 

74  00 

78  00 

104  00 

Apr.  28, 

11 

34 

30 

Sartellc    .     .     .     . 

2,  1850 

79 

00 

80  00 

80  00 

82  00 

85  00 

109  00 

Mar.  28, 

1850 

26 

34 

llowanl  .     .     .     . 

5,  1852 

80 

00 

80  00 

80  00 

83  00 

88  00 

110  00 

"      29 

1852 

24 

25 

Wisconsin    .     .     . 

9  7        " 

84 

00 

83  00 

78  00 

78  00 

82  00 

106  00 

Apr.  22', 

U 

26 

30 

Hermann      .     .     . 

27,  1850 

81 

00 

76  00 

76  00 

82  00 

87  00 

109  00 

May   11, 

1850 

45 

37 

Daniel      .     .     .     . 

2(3, 1851 

77 

00 

78  00 

77  00 

82  00 

87  00 

113  00 

Apr.  28, 

1851 

33 

33 

Isette 

5, 1850 

84 

00 

87  00 

88  00 

90  00 

92  00 

no  00 

May  10, 

1850 

66 

37 

Stag  Hound      .     . 

30, 1851 

79 

00 

77  00 

74  00 

75  00 

81  00 

113  00 

"        -1, 

1851 

34 

21 

Isabelita  Ilyne 

2(1,     " 

83 

00 

81  00 

83  00 

84  00 

88  00 

116  00 

Apr.  23, 

U 

28 

24 

Maria       .... 

14,     " 

78 

00 

77  00 

78  00 

82  00 

85  00 

117  00 

"      16, 

U 

33 

32 

Samuel  Enssell     . 

17, 1850 

84 

00 

83  00 

82  00 

81  00 

84  00 

119  00 

"      15, 

1850 

29 

20 

Esther  May       .     . 

81, 1853 

81 

00 

91  00 

93  00 

99  00 

105  00 

113  00 

"      28, 

1853 

28 

33 

John  Holland  .     . 

15,     " 

79 

00 

84  00 

83  00 

82  00 

84  00 

102  00 

"     16, 

(( 

32 

24 

Eattler    .     .     .     . 

18,      " 

82 

00 

90  00 

90  00 

94  00 

97  00 

114  00 

"      1(], 

U 

29 

23 

Golden  Eagle  .     . 

30,     " 

79 

00 

90  00 

97  00 

98  00 

103  00 

113  00 

"      20, 

(C 

21 

19 

Eagle       .     .     .     . 

8,     " 

87 

00 

92  00 

100  00 

103  00 

104  00 

116  00 

"        8, 

'* 

31 

22 

Tornado       .     .     . 

13,     " 

84  00 

91  00 

99  00 

96  00 

98  00 

118  00 

"      10, 

a 

28 

22 

John  Stuart      .     . 

14,     " 

82 

00 

94  00 

99  00 

102  00 

103  00 

112  00 

"      10, 

u 

27 

24 

Celestial  .... 

18,      " 

82 

00 

83  00 

84  00 

86  00 

91  00 

109  00 

"      15, 

u 

28 

23 

Phantom      .     .     . 

13,     " 

84  00 

94  00 

101  00 

105  00 

106  00 

113  00 

"        6, 

a 

24 

15 

Walter  (Sehr.)       . 

11,     " 

81 

00 

83  00 

87  00 

89  00 

94  00 

108  00 

9, 

u 

29 

25 

Susquehanna    .     . 

29, 1851 

78 

00 

80  00 

83  00 

86  00 

90  00 

113  00  May     1, 

1851 

33 

30 

Elsinore       .     .     . 

30,     " 

81 

00 

85  00 

94  00 

91  00 

89  00 

108  00    "        7, 

U 

38 

31 

Courser   .... 

9,  1852 

79 

00 

80  00 

83  00 

87  00 

92  00 

105  00  Mar.  28, 

1852 

19 

31 

Average  .     .     . 

81 

08 

83  35 

85  15 

89  56 

93  10 

110  00 

29.6 

26.8 

Ocean  Bird  .     .     . 

April. 

17,  1849 

81 

00 

76  00 

78  00 

79  00 

78  00 

99  00 

May  23, 

1849 

36 

38 

Anonyma     . 

25,     " 

78 

00 

78  00 

82  00 

86  00 

87  00 

103  00 

"      23, 

U 

28 

34 

Aurora    .     .     .     . 

18,     " 

81 

00 

79  00 

73  00 

75  00 

75  00 

110  00 

"      30, 

u 

42 

31 

*New  Castle     .     . 

28,     " 

79 

00 

78  00 

74  00 

77  00 

80  00 

109  00 

June  11, 

u 

44 

54 

E.  Depau      .     .     . 

4, 1850 

78 

00 

77  00 

73  00 

74  00 

81  00 

113  00 

May  20, 

1850 

46 

27 

Diadem   .     .     .     . 

7,     " 

81 

00 

74  00 

74  00 

89  00 

82  00 

116  00 

"      22, 

U 

45 

36 

Tornado       .     .     . 

24, 1852 

83 

00 

80  00 

81  00 

85  00 

88  00 

108  00 

"      18, 

1852 

24 

44 

Kate  Hayes      .     . 

24,     " 

79 

00 

76  00 

74  00 

78  00 

82  00 

109  00  June    3, 

U 

40 

32 

Sea  Serpent      .     . 

13, 1853 

81 

00 

87  00 

85  00 

85  00 

88  00 

102  00 

May     5, 

1853 

22 

27 

A.  Chiseborongh  . 

1,     " 

78 

00 

85  00 

88  00 

91  00 

95  00 

114  00 

Apr.  26, 

a 

25 

32 

Simoom  .     .     .     . 

12,     " 

88 

00 

97  00 

94  00 

91  00 

92  00 

106  00 

May     5, 

tc 

23 

27 

Aldebaran    .     .     . 

1,     " 

85 

00 

90  00 

92  00 

98  00 

103  00 

110  00 

Apr.  27, 

a 

26 

35 

Lucknow      .     .     . 

2,     " 

88 

00 

99  00 

108  00 

105  00 

103  00 

118  00 

May     6, 

u 

34 

28 

Star  of  the  Union 

14,     " 

84 

00 

93  00 

87  00 

86  00 

88  00 

106  00 

"        5, 

a 

21 

27 

A.strea     .     .     .     . 

17,     " 

84 

00 

89  00 

93  00 

96  00 

99  00 

114  00 

"      19, 

u 

32 

37 

Golden  Rover  .     . 

15,     " 

86 

00 

93  00 

92  00 

90  00 

91  00 

109  00 

"        7, 

u 

22 

33 

Amelia    .     .     .     . 

1,     " 

81 

00 

83  00 

87  00 

96  00 

107  00 

116  00 

Apr.  28, 

u 

27 

26 

Swordfish     .     .     . 

15,     » 

88- 

00 

91  00 

84  00 

84  00 

89  00 

114  00 

May     7, 

11 

22 

24 

Gov.  Morton     .     . 

17,     " 

84 

00 

87  00 

89  00 

93  00 

96  00 

109  00 

"      15, 

u 

28 

26 

Average  .     .     . 

81 

15 

84  35 

86  00 

89  18 

92  00 

109  35 

30.2 

31.3 

*  Not  included  in  the  average. 


KOUTK   TO   CAMFOKMA. 


703 


Crossiiiffs  it 

I  la 

'  Panjl< 

,  /mm  i 

)0°  ,S'.  to  the  Eqitalor—Cont'im 

led. 

Date  of 

LONGITUDE  OP  CBOSSING  THE  PAUALLELS  OF — 

Longitude    Date  of  crossing 

Days 

Days  from 

NAME  OF  VKS3KL. 

criissing 
i  pai-iiUel  of 

of  crossing       the 
the  erjua- 

c'iuator. 

from  511° 
.S.  to  the 

the  equa- 

tor to  Sau 

50°  .S. 

50° 

S. 

40°  S. 

.35°  S. 

30°  s. 

25°  S. 

tor. 

equator. 

Fra  nci  deo. 

Long 

W. 

Long.  W. 

Long.  \V. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

Mat. 

o 

/ 

o       / 

o        r 

o       / 

o       r 

o         / 

Sweden    .     .     .     . 

29, 1849 

80 

00 

88  00 

89  00 

90  00 

84  00 

102  00  June  26,  1849 

28 

38 

Slier  wo  oil     .     .     . 

30, 1851 

81 

00 

86  00 

89  00 

91  00 

97  OU 

109  00     " 

25,  1851 

26 

40 

]no 

24,     " 

78 

00 

81  00 

82  00 

79  00 

82  0(,) 

109  00     " 

19,     " 

26 

34 

Edgar      .     .     .     . 

29, 1850 

78 

00 

77  00 

73  00 

73  00 

78  00 

108  00  July 

2,  1850 

34 

39 

Henry  Pratt     .     . 

1,     " 

79 

00 

80  00 

78  00 

79  00 

84  00 

110  00  June 

7,     " 

37 

41 

Archiliald  Graeie 

7,     " 

83 

00 

86  00 

85  00 

85  00 

87  00 

111  00     " 

11,     " 

35 

36 

Delia 

6,  1851 

87 

00 

91  00 

87  00 

84  00 

85  00 

114  00     " 

10,  1851 

35 

34 

Areole     .     .     .     . 

5,     " 

84 

00 

98  00 

99  00100  00 

102  00 

117  00  May 

31,  1850 

26 

30 

Kensington       .     . 

3, 1850 

81 

00 

88  00 

88  00 

89  00 

90  00 

123  00  June 

24,  1851 

52 

39 

Sea  Serpent      .     . 

8, 1852 

79 

00 

78  00 

79  00 

76  00 

76  00 

102  00     " 

6,  1852 

29 

24 

Stag  Hound      .     . 

9,     " 

82 

00 

88  00 

88  00 

85  00 

81  00 

100  00     " 

1,     " 

23 

32 

Michael  Angelo    . 

31,     " 

8G 

00 

85  00 

83  00 

82  00 

86  00 

102  00|    " 

27,     " 

27 

35 

Eose  Standish  .     . 

19,  1850 

78 

00 

81  00 

80  00 

81  00 

87  00 

113  00     " 

20,  1850 

32 

44 

Ariaua     .     .     .     . 

23,  1853 

84 

00 

82  00 

83  00 

82  00 

84  00 

117  00  July 

1,  1853 

39 

40 

Forrest    .     .     .     . 

9, 1849 

82 

00 

84  00 

84  00 

83  00 

82  00 

104  00  June 

6,  1849 

28 

30 

Wallace  .     .     .     . 

10, 1852 

81 

00 

84  00 

84  00 

82  00 

82  00 

112  001    " 

13,  1852 

34 

38 

Eastern  State   .     . 

10,     " 

84 

00 

82  00 

80  00 

80  00 

85  00 

101  00 

u 

8,     " 

29 

34 

Stephen  Larman   . 

24,     " 

84 

00 

83  00 

88  00 

88  00 

89  00 

112  00 

it 

19,     " 

26 

34* 

Morgan  Dix     .     . 

10, 1850 

79 

00 

80  00 

83  00 

82  00 

83  00 

110  00 

u 

13,  1850 

34 

37 

Gov.  Morton     .     . 

21,  1852 

81 

00 

87  00 

89  00 

87  00 

85  00 

102  00     " 

12,  1852 

22 

32 

Vandalia      .     .     . 

1,  1850 

83 

00 

86  00 

87  00 

87  00 

88  00 

108  00     " 

2,  1850 

32 

34 

Stag  Hound      .     . 

1, 1853 

78 

00 

78  00 

79  00 

79  00 

79  00 

116  00     " 

5,  1853 

35 

26 

Surprise  .     .     .     . 

20,     " 

84  00 

85  00 

88  00 

91  00 

99  00 

111  00,    " 

7,     " 

18 

32 

Empress  of  theSeas 

20,     " 

85 

00 

84  00 

85  00 

86  00 

91  00 

116  OOj    " 

10,     " 

21 

32 

Houqua  .     .     .     . 

24,     " 

83 

00 

86  00 

91  00 

98  00 

101  00 

115  00|    " 

21,     " 

28 

24 

Paragon  .     .     .     . 

21,     " 

80 

00 

83  00 

88  00 

87  00 

86  00 

113  00,    " 

18,     " 

37 

42 

Partiiian       .     .     . 

26,     " 

81 

00 

S3  00 

84  00 

82  00 

88  00 

110  00     " 

25,     " 

30 

28 

Climax    .     .     .     . 

27,     " 

79 

00 

80  00 

81  00 

81  00 

86  00 

107  OO'    " 

24,     " 

28 

27 

Sirocco    .     .     .     . 

13,     " 

80 

00 

77  00 

75  00 

78  00 

81  00 

111  OOi    " 

11,     " 

29 

29 

New  York  .     .     . 

4,     " 

80 

00 

86  00 

87  00 

86  00 

85  00 

107  00 

3,     " 

30 

35 

Archer    .     .     .     . 

18,     " 

84 

00 

92  00 

93  00 

95  00 

99  00 

115  00 

8,     " 

21 

37 

Eascal      .     .     .     . 

24,     " 

82 

00 

80  00 

82  00 

80  00 

82  00 

110  00 

27,     " 

34 

27 

Herculean    .     .     . 

6,     " 

80 

00 

85  00 

85  00 

83  00 

83  00 

109  00 

8,     " 

33 

45 

Eobert  Harding    . 

24,     " 

1  1 

00 

81  00 

83  00 

80  00 

90  00 

116  00 

28,     " 

35 

39 

Seaman's  Bride     . 

24,     " 

81 

00 

83  00 

83  00 

88  00 

92  00 

115  00 

19,     " 

26 

29 

Lantao     .     .     .     . 

26,     " 

79 

00 

80  00 

81  00 

80  00 

78  00 

106  00 

23,     " 

28 

30 

Hampton      .     .     . 

24,     " 

79 

00 

80  00 

79  00 

77  00 

76  00 

102  00 

29,     » 

36 

40 

Hugh  Birckliead  . 

20,     " 

79 

00 

78  00 

78  00 

81  00 

86  00 

109  00 

17,     " 

28 

33 

Average  .     .     . 

81 

45 

85  05 

87  15 

88  30 

91  00 

110  00 

30.3 

30.4 

*  San  Diego. 


704 


THE  WIND  AND  CUKRENT  CHARTS. 


Or  OSS  in 

gs  in  /he 

Pacific 

from  5 

0°  S.  to  l/ie  E'luator — Continued. 

Date  of 

LONGITUDE  OF  CnOSSING  THE  PARALLELS  OF 

Longitude 

Date  of  crossing 

Days 

)ays  from 

NAME  or  VESSEL. 

crossiiip; 
piivallel  of 

)f  crossing 
tlie  equa- 

the equator. 

from  50° 
S.  to  the 

the  equa- 

[ 

tor  to  San 

50°  S. 

50'=  S. 

■40°  S. 

35°  S. 

.30°  S. 

25°  S. 

tor. 

equator. 

Francisco. 

Long.  W. 

Lon-.  W. 

Long.  \V.  Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

•TrsE. 

o       / 

o        / 

o        / 

o         / 

o        / 

o         / 

Gazelle    .... 

7,  1819 

80  00 

80  00 

80  00 

82  00 

84  00 

106  00  July     9,  1849; 

32 

30 

Clarissa  Perkins    . 

24,     " 

78  00 

82  00 

81  00 

81  00 

83  00 

114  00 

"     30,     " 

36 

43 

Venice     .... 

(5, 1850 

80  00 

80  00 

79  00 

80  00 

80  00 

115  00 

"      14,  1850 

38 

30 

Sarah  and  Eliza    . 

2li,  1849 

82  00 

81  00 

76  00 

76  00 

85  00 

114  00 

Aug.  12,  1849 

47 

36 

Kaduga    .... 

2(5, 1851 

81  00 

80  00 

78  00 

78  00 

76  00 

118  00 

July  28,  1851 

32 

25 

Slieridau      .     .     . 

1, 1850 

80  00 

84  00 

90  00   92  00 

90  00 

118  00 

2,  1850 

31 

28 

Tartar      .     .     .     . 

29, 1851 

82  00 

85  00 

86  00   91  00 

95  00 

122  00 

"     24,  1851 

25 

30 

T.  B.  Wales     .     . 

3, 1852 

81  00 

83  00 

83  00 !  85  00 

90  00 

103  00 

3,  1852 

30 

33 

Louisa  Bliss 

1,  18.50 

79  00 

75  00 

72  00 

74  00 

77  00 

99  00 

"        S,  1850 

37 

52 

Empire    .     .     .     . 

5, 1852 

78  00 

88  00 

93  00 

95  00 

99  00 

102  00 

"        8,  1852 

33 

36 

Coliota     .     .     .     . 

23, 1850 

84  00 

89  00 

91  00 

96  00 

95  00 

110  00 

"     19,  1850 

26 

23 

Horsbnrgh  .     .     . 

4, 1852 

79  00 

77  00 

77  00 

80  00 

84  00 

98  00 

June  29,  1852 

25 

35 

North  American  . 

26,     " 

80  00 

76  00 

74  00 

76  00 

79  00 

101  00 

-July  28,     " 

32 

33 

E.  C.  Wiuthrop    . 

9,     " 

78  00 

82  00 

86  00 

91  00 

93  00 

104  00 

"      12,     " 

33 

33 

Abbott    .     .     .     . 

15,     " 

81  00 

78  00 

78  00 

80  00 

84  00 

112  00 

"      22,  1853 

37. 

40 

Competitor  .     .     . 

2, 1853 

79  00 

89  00 

94  00 

96  00 

99  00 

112  00 

June  23,     " 

21 

26 

Hornet    .     .     .     . 

28,     " 

79  00 

87  00 

92  00 

95  00 

102  00 

113  00 

July  23,     " 

25 

20 

St.  Lawrence    .     . 

1,     " 

79  00 

86  00 

91  00 

92  00 

98  00 

116  00 

June  25,     " 

24 

41 

White  Squall   .     . 

8, 1852 

78  00 

79  00 

79  00 

80  00 

82  00 

100  00 

July     2,  1852 

24 

26 

Harriet  lloxie 

i,     " 

77  00 

78  00 

72  00 

7(i  00 

84  00 

103  00 

6,     " 

32 

28 

Sarah  Bo3'd      .     . 

6,  1850 

78  00 

80  00 

80  00 

83  00 

85  00 

115  00 

"      15,  1850 

39 

32 

John  Land  .     .     . 

29,  1853 

86  00 

93  00 

95  00 

102  00 

103  00 

113  00 

»      25, 1853 

20 

81 

Flying  Eagle    .     . 

6,     " 

82  00 

94  00 

99  00101  00 

106  00 

114  00 

K               7           U 
'  1 

31 

34 

Average  .     .     . 

80  15 

83  20 

85  50 

89  15 

91  55 

109  40 

31.1 

32.4 

St.  Patrick  .     .     . 

Jl-I.Y. 

19, 1850 

81  00 

90  00 

92  00 

93  00 

95  00 

115  00 

Aug.  14,  1850 

26 

30 

Isaac  Allerton 

17,     " 

81  00 

93  00 

96  00 

97  00 

99  00 

111  00 

"     13,     " 

27 

34 

Caroline  .     .     .     . 

15,     " 

81  00 

82  00 

86  00 

88  00 

93  00 

113  00 

"     11,     " 

27 

34 

N.B.  Palmer    .     . 

10,  1851 

86  00 

88  00 

89  00 

91  00 

93  00 

114  00 

2,  1851 

22 

19 

Witch  of  the  Wavt 

^'  27,     " 

83  00 

85  00 

86  00 

87  00 

88  00 

115  00 

"      18,     " 

22 

32 

Finland   .     .     .     . 

2, 1850 

89  00 

104  00;i06  00  108  001114  00 

117  00 

6,  1850 

35 

42 

Flying  Cloud    .     . 

26, 1851 

81  00,  90  00 

94  00 

96  OO'ilOl  00 

124  00 

"      12,  1851 

17 

19 

Staffordshire     .     . 

8, 1852 

79  00 

85  00 

86  00 

87  00 

94  00 

110  00 

"     25,  1852 

48 

18 

Victory   .     .     .     . 

2, 1853 

84  00 

90  00 

88  00 

83  00 

90  00 

113  00 

2,  1853 

81 

32 

N.  B.  Palmer*      . 

30,  1852 

79  00 

78  00 

73  00 

73  00 

81  00 

111  00 

Sept.    7,  1652 

39 

22 

Average  .     .     . 

82  24 

88  30 

89  36 

90  18 

94  48 

114  18 

29.4 

28.2 

*  Touched  at  Valparaiso. 


ROUTE   TO    CAMl-'OKXIA. 


(OiJ 


Crossings  in  Ih 

e  Pacific,  from  50°  *S'.  to  Oi'-  /v/ 

in  lor — Continued. 

Date  of 

LONGITUOK.  or  CUdSSlNd  Till'.   l'.\n AI.I.ELS  OK 

Longituile 

Date  of  croBiiing 

Dav.s 

Days  from 

N.AJU;  OF  VKSSEL. 

ci-ossiiig 
panillcl  of 

of  i-vossing 
the  equa- 

the equator.  • 

from  50° 
.S.  to  the 

the  equa- 

tor to  San 

50°  S. 

50°  S. 

40°  s. 

35°  S. 

30°  S. 

2.5°  S. 

tor. 

equator. 

Franci.'sco. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

J.ong.  AV. 

Days. 

Days. 

ArcrsT. 

o         / 

o       / 

o       / 

o       / 

o        / 

o        r 

Cli;itli:un 

22, 1849 

78  00 

78  00 

78  00 

80  00 

81  00 

99  00!Sept.  22,  1849 

31 

39 

Tompletou   .     .     . 

11, 1850 

84  00 

87  00 

86  00 

90  00 

91  00 

113  00 

"      10,  1850 

30 

27 

Lady  Arabella 

5,     " 

83  00 

83  00 

81  00 

86  00 

93  00 

113  00 

it       J.      " 

80 

33 

Virginia       .     .     . 

5,     " 

84  00 

90  00 

93  00 

96  00 

100  00 

113  00 

u          9        u 

28 

83 

Copeland      .     .     . 

1(3,  1852 

87  00 

87  00 

88  00 

89  00 

91  00 

104  00 

7,  1852 

22 

39 

Carioca    .... 

10,     " 

84  00 

85  00 

87  00 

86  00 

88  00 

101  UO 

(3,     " 

27 

41 

Unioa      .... 

10,     " 

84  00 

85  00 

85  00 

87  00 

88  00 

101  00 

Aug.  31,     " 

21 

28 

Southerner  .     .     . 

5,     » 

79  00 

78  00 

75  00 

75  00 

79  00 

111  00 

Sept.  15,     " 

41 

84 

Witch  of  the  Wave 

28,     " 

83  00 

82  00 

80  00 

79  00 

86  00 

114  00 

"      21,     " 

24 

27 

Eliza  Mallory  .     . 

11,     " 

82  00 

85  00 

84  00 

86  00 

88  00 

108  00 

"      10,     " 

30 

37 

Samoset  .... 

11,     " 

83  00 

82  00 

83  00 

87  00 

91  00 

107  00 

5,     " 

25 

42 

Union      .... 

11,     " 

8(3  00 

85  00 

85  00 

87  00 

89  00 

101  00 

Aug.  31,     " 

20 

28 

Messenger    .     .     . 

3,     " 

83  00 

87  00 

82  00 

79  00 

80  00 

103  00 

"      29      " 

26 

34 

Average  .     .     . 

83  04 

84  09 

83  37 

85  09 

88  05 

106  46 

27.8 

34 

September. 

Angelique    .     .     . 

25, 1849 

79  00 

79  00 

74  00 

75  00 

78  00 

99  00 

Oct.    29,  1849 

84 

44 

Mermaid      .     .     . 

2, 1851 

80  00 

85  00 

87  00 

88  00 

91  00 

106  00 

Sept.  21,  1851 

19 

27 

Telegra  )h    .     .     . 

27,     " 

81  00 

82  00 

82  00 

81  00 

84  00 

110  00 

Oct.    22,     " 

25 

23 

Celestial       .     .     . 

24, 1850 

84  00 

90  00 

90  00 

91  00 

96  00 

115  00 

"     11,  1850 

18 

20 

Thomas  Perkins  . 

29, 1849 

79  00 

78  00 

77  00 

80  00 

86  00 

111  00 

"      25,  1849 

26 

26 

Eagle 

28, 1851 

85  00 

88  00 

89  00 

90  00 

90  00 

115  00 

"     20,  1851 

22 

28 

Carrington  .     .     . 

13, 1850 

83  00 

88  00 

88  00 

88  00 

90  00 

115  00 

5,  1850 

22 

26 

Gertrude      .     .     . 

1(3,     " 

83  00 

90  00 

93  00 

95  00 

100  00 

116  00 

"        8,     " 

22 

30 

Cohota     .... 

8, 1852 

80  00 

86  00 

88  00 

88  00 

89  00 

105  00 

6,  1852 

28 

26 

Albanj^    .... 

8      " 

-  ) 

79  00 

87  00 

89  00 

89  00 

90  00 

101  00 

"       6,     " 

28 

38 

Average  .     .     . 

81  18 

85  18 

85  42 

86  30 

89  24 

109  18 

24.4 

28.8 

October. 

Sea  Witch   .     .     . 

5, 1851  i  79  00 

84  00 

86  00 

85  00 

86  00 

101  00 

Oct.    27,  1851 

22 

28 

Boston     .... 

23,  1849 

80  00 

78  00 

75  00 

74  00 

78  00 

106  00 

Nov.  27,  1849 

31 

40 

Eaven      .... 

5, 1851 

79  00 

81  00 

84  00 

85  00 

85  00 

112  00 

Oct.    29,  1851 

24 

20 

Talbot     .... 

13, 1850 

82  00 

82  00 

83  00 

85  00 

88  00 

115  00 

Nov.  12,  1850 

29 

31 

Valparaiso  . 

1, 1851 

84  00 

83  00 

86  00 

86  00 

91  00 

115  00 

2,  1851 

32 

30 

Samuel  Russell     . 

27, 1852 

82  00 

83  00 

83  00 

83  00 

85  00 

101  00 

"      17,  1852 

21 

21 

Winged  Arrow     . 

15,     " 

83  00 

81  00 

85  00 

90  00 

93  00 

115  00 

"       4,     " 

20 

23 

Sea  Witch  .     .     . 

29,     " 

79  00 

86  00 

84  00 

87  00 

93  00 

114  00 

"      21,     " 

23 

18 

Typhoon      .     .     . 

6, 1851 

78  00 

83  00 

86  00 

84  00 

86  00 

115  00 

Oct.    31,  1851 

25 

18 

Raven      .... 

13, 1852 

80  00 

82  00 

81  00 

85  00 

88  00 

105  00 

Nov.    3,  1852 

21 

26 

Seaman    .... 

19,     " 

77  00 

78  00 

78  00 

79  00 

84  00 

109  00 

"      13,     " 

25 

26 

So  ver'gn  of  the  Seas 

1,     " 

78  00 

86  00 

98  00 

100  00 

109  00 

120  00 

Oct.    28,     " 

27 

17 

Matilda   .... 

22      " 

79  00 

82  00 

82  00 

84  00 

89  00 

108  00 

Nov.  27,     " 

36 

25 

Seaman    .... 

18,     " 

77  00 

78  00 

78  00 

80  00 

84  00 

109  00 

"     13,     " 

26 

26 

Defiance       .     .     . 

15,     " 

83  00 

79  00 

83  00 

86  00 

89  00 

105  00 

li         7       II 

23 

25 

Average  .     .     . 

80  00 

81  44 

83  28 

84  52 

88  32 

110  00 

25.7 

24.6 

89 


706 


TUE  WIND  AND  CUKKKNT  CHAHTS. 


Crossings  in  the  Pucific^from  50°  S.  to  tlic  Equator — Continued. 


Date  of 

LOXOITUDE  OF  CROSSING  THE  PARALLELS  OF 

Longitude 

Date 

of  crossing 

Days 

Days  from 

NAME  OF  VESSEL.        , 

crotjbing 
parallel  of 

of  crossing 
the  eqiui- 

the 

equator. 

from  50° 

S.  to  the 

the  equa- 

tor to  San 

50°  S. 

50°  S. 

40°  S. 

35°  s. 

30°  s. 

1:5°  s. 

tor. 

e<|uator. 

Francisco. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

0       / 

0        / 

0       / 

0       / 

0       / 

0       / 

NOVEMDEB. 

Ilortou     .... 

11, 1850 

80  00 

78  00 

75   00 

80  00 

86  00 

109  00 

Dec. 

23, 

1850 

42 

33 

Comet      .... 

28, 1851 

84  00 

90  00 

89  00 

92  00 

94  00 

117  00 

28, 

1851 

30 

16 

Wessacumcon  .     . 

16,  1852 

83  00 

81  00 

84  00 

'6^  00 

88  00 

100  00 

16, 

1852 

30 

27 

Delegate       .     .     . 

22      " 

82  00 

83  00 

84  00 

86  00 

88  00 

106  00 

1.5, 

a 

23 

24 

Eaduga    .... 

12'     " 

80  00 

82  00 

80  00 

76  00 

79  00 

108  00 

9, 

u 

27 

26 

Chas.  Mallory  .     . 

24,     " 

89  00 

85  00 

85  00 

85  00 

87  00 

108  00 

17, 

u 

23 

24 

Malay      .... 

26,     " 

87  00 

88  00 

87  00 

86  00 

87  00 

106  00 

16, 

u 

20 

25 

Golden  City     .     . 

22      " 

81  00 

88  00 

88  00 

92  00 

97  00 

115  00 

16, 

u 

24 

18 

Arcole     .... 

is'    " 

79  00 

78  00 

76  00 

74  00 

78  00 

96  00 

8, 

a 

25 

25 

John  Wade      .     . 

29, 1851 

86  00 

81  00 

82  00 

86  00 

92  00 

108  00 

22 

1851 

23 

22 

Senator  Borland   . 

26, 1852 

81  00 

85  00 

85  00 

90  00 

96  00 

111  00 

2b, 

1852 

29 

34 

John  Wade      .     . 

22      " 

83  00 

89  00 

90  00 

91  00 

94  00 

110  00 

15, 

a 

23 

23 

Monsoon      .     .     . 

13|     " 

80  00 

82  00 

80  00 

76  00 

81  00 

104  00 

6, 

u 

23 

25 

Thos.  W.  Sears     . 

24      " 

86  00 

84  00 

83  00 

84  00 

87  00 

113  00 

21, 

(( 

27 

23 

Average  .     .     . 

82  56 

83  51 

83  26 

83  51 

88  08 

107  56 

24.7 

24.7 

Decembeb. 

Golden  Gate     .     . 

20,  1851 

83  00 

82  00 

82  00 

82  00 

85  00 

106  00 

Jan. 

12, 

1852 

23 

28 

John  Jay      .     .     . 

30, 1849 

79  00 

78  00 

74  00 

74  00 

78  00 

105  00  Feb. 

6, 

1850 

37 

37 

Ambassador 

19,     " 

78  00 

78  00 

81  00 

85  00 

87  00 

113  00    " 

26, 

U 

38 

32 

Tigress    .... 

2, 1850 

82  00 

80  00 

80  00 

81  00 

85  00 

114  00  June 

1, 

u 

* 

33 

Flying  Fish      .     . 

31,  1851 

79  00 

79  00 

83  00 

89  00 

93  00 

120  OOJan. 

22, 

1852 

22 

23 

White  Squall  .     . 

1, 1850 

81  00 

80  00 

79  00 

82  00 

83  00 

118  OO'Dec. 

2i, 

1850 

23 

14 

Westward  IIo  .     . 

20, 1852 

79  00 

82  00 

82  00 

86  00 

92  00 

122  06[Jan. 

13, 

1853 

24 

18 

Comet      .... 

-i,     " 

84  00 

89  00 

89  00 

90  00 

95  00 

114  00  Dec. 

27, 

1852 

23 

20 

Flying  Dutchman 

22,     " 

89  00 

93  00 

93  00 

95  00 

100  00 

110  OOJan. 

10, 

1853 

19 

16 

Eevere    .... 

i,-  " 

84  00 

87  00 

86  00 

87  00 

92  00 

109  00|    " 

9 

a 

29 

27 

Flying  Fish      .     . 

25,     " 

80  00 

79  00 

82  00 

87  00 

92  00 

112  00 

a 

13, 

u 

19 

18 

Jolm  Gilpin      .     . 

26,     " 

84  00 

80  00 

82  oO 

87  00 

91  00 

116  00 

u 

15, 

u 

20 

15 

Wild  Pigeon    .     . 

25,     " 

85  00 

81  00 

82  00 

86  00 

91  00 

111  00 

u 

13, 

a 

19 

26 

Adelaide  Metcalf 

28,     " 

78  00 

77  00 

79  00 

79  00 

79  00 

104  OOiFeb. 

5, 

a 

39 

35 

Anstiss    .... 

28,     " 

79  00 

79  00 

80  00 

82  00 

86  00 

110  00 

Jan. 

22 

a 

25 

25 

Average  .     .     . 

81  36 

81  36 

82  16 

84  48 

88  36 

112  18 

25.7 

24.1 

Now,  let  us  examine  these  crossings  by  the  month.  From  the  United  States  to  the  line,  and  thence 
clear  of  St.  Eoque,  the  table  of  crossings  (p.  535)  has  been  given.  It  shows  the  average  time  to  the  parallel 
of  St.  Eoque  for  each  month,  and  the  actual  time  by  each  ship. 

The  table  of  Cape  Horn  crossings  (p.  680)  shows  the  time  from  the  parallel  of  St.  Eoque;  also  for  each 
ship  arranged  according  to  the  month  to  the  parallel  of  50°  south  in  the  Atlantic;  also  the  time  occupied 
in  the  passage  thence  around  Cape  Horn  to  the  same  parallel  in  the  Pacific. 

The  tables  under  discussion -show  the  time  from  50°  south  in  the  Pacific  to  the  line,  and  thence  to 
California ;  likewise  for  each  vessel  in  detail,  and  every  month  by  the  average. 


ROUTE    TO    CALIFOUXIA.  707 

Now,  from  the  United  States  to  the  parallel  of  St.  Tloqne,  the  average  distance  is  about  4,500  miles, 
and  the  average  time  for  January  26  days,  with  a  mean  daily  distance  of  173  miles  per  vessel. 

From  St.  Eoque  to  the  parallel  of  50°  south  in  the  Atlantic,  the  average  distance  is  2,900  miles,  and 
the  average  time  in  January  is  26|  days,  with  a  mean  daily  run  of  110  miles. 

From  the  parallel  of  50°  south,  in  the  Atlantic,  around  the  Horn  to  the  same  parallel  in  the  Pacific, 
the  average  distance  is  1,400  miles;  the  average  time  for  January  is  16}  days,  with  a  mean  daily  rate  of 
sailing  of  85  miles  for  that  month. 

From  50°  south,  in  the  Pacific,  to  the  line,  the  average  distance  is  3,500  miles;  the  average  time  in 
January  27.7  days,  and  the  mean  daily  run  126  miles. 

From  the  line  to  San  Francisco,  the  average  distance  is  about  3,000  miles ;  the  average  time  in 
January  25  days,  and  the  mean  daily  rate  120  miles. 

Now,  with  this  statement  as  to  the  distance  from  crossing  to  crossing,  and  the  tables  as  to  the  time  by 
vessels  singly  and  in  groups,  by  the  month,  the  navigator  has  always  the  means  before  him  of  knowing 
when  he  falls  behind,  and  when  he  head-reaches,  where  and  how  much.  He  will  also  have  no  difficulty  in 
finding  out  which  are  the  most  tedious  parts  of  the  passage.  I  attach  great  practical  importance  to  this 
bearing  of  the  tables  and  Sailing  Directions,  because  it  is  calculated  to  keep  the  ship  always  up  to  her 
metal. 

The  January  crossings  of  50°  S.  give  February  crossings  for  the  line.  The  times,  both  north  and 
south  of  the  line,  show  a  uniformity  and  an  average  that  encourage  hopes  on  the  part  of  the  navigator, 
for  a  good  run,  at  this  season,  up  to  the  Heads  of  San  Francisco.  If  he  have  alread}^  had  a  fair  passage 
from  the  United  States  to  50°  S.  in  the  Pacific,  he  may  now  calculate  on  a  good  passage.  The  difference 
between  the  shortest  passage  from  that  parallel  to  the  line  and  the  mean,  is  eight  days;  between  the  longest 
and  the  mean,  eleven  days. 

For  quick  runs,  the  Contest  carries  off  the  palm  among  the  January  crossings.  She  performed  the  run 
from  50°  S.  to  San  Francisco,  in  the  very  excellent  time  of  thirty-seven  days.  This  run,  however,  can  be 
made  in  thirty-five  days,  for  the  Swordfish  went  from  50°  S.  to  the  line  in  19  days,  and  both  the  Trade- 
Wind  and  the  Contest  went  thence  to  California  in  the  same  month,  each  in  sixteen  days.  But  it  is  only 
now  and  then  that  a  vessel  will  be  able  to  strike  a  vein  of  wind,  which  will  carry  her  through  with  the 
speed  that  the  passage  of  thirty -five  days  from  50°  S.  requires. 

In  February,  the  A.  F.  Jenness  comes  along  to  spoil  averages  again.  She  requires  more  than  double 
the  usual  time  from  the  line,  and  nearly  twice  as  much  time  as  vessels  usually  do.  She  has  been  far  behind 
time  all  the  way,  and  is  therefore,  I  presume,  an  extraordinary  slow  vessel.  She  had  to  be  rejected  from 
the  averages  of  the  passages  from  the  U.  States  to  the  line ;  again,  from  the  Cape  Horn  averages.  She  is 
an  exception,  and,  on  this  account,  I  again  reject  her  from  the  averages.     So,  also,  the  Thomas  Church. 

The  February  averages  for  the  line  are  about  a  day  longer,  each  side  of  the  equator,  than  those  of 
January. 


708  THE  WIND  AND  CURRENT  CHARTS. 

The  John  Bertram  bears  off  the  pahn  for  this  month,  by  her  run  of  thirty-eight  days  from  50°  S.  to 
the  Heads.  The  Surprise  aud  the  Winged  Eacer  contended  with  her  for  the  prize.  But  the  Bertram  seems 
to  have  won  it  by  keeping  well  to  the  westward  south  of  the  line,  and  so  putting  herself  in  the  full  strength 
of  the  S.  E  trades,  and  other  winds,  and  where  they  are  uninfluenced  by  the  land. 

She  crossed  50°  S.  to  the  westward  of  either  of  the  others,  and  took  the  S.  E.  trades  still  farther  to  the 
west.  At  the  line,  their  crossing  was  the  same.  From  the  line,  the  Surprise  only  led  her,  and  she  by  one 
day. 

The  shortest  passage,  probable,  from  50°  S.  in  February,  to  San  Francisco,  under  canvas,  is  thirty- 
seven  days.  This  is  the  shortest  time  in  which,  judging  by  our  experience  so  for,  it  is  possible  for  a  ship 
ever  to  accomplish  that  part  of  the  voyage;  to  make  it  in  a  shorter  time  is  possible,  but  the  chances  for 
any  given  ship  to  do  it  are  but  small  and  few.     But  in  this  month,  also,  winds  are  fine,  and  chances  fair. 

In  March,  the  Isette  requires  time  enough  for  two  trips  to  the  line  from  50°  S.  She  is  an  uncommon 
case,  and  we  reject  her  from  the  means,  as  one  of  those  vessels  which  these  Sailing  Directions  can  do  very 
little  towards  helping  along,  for  when  they  get  into  good  winds  they  have  not  the  capacity  to  profit  much 
by  them. 

Now,  the  navigator  will  observe  a  little  more  uncertainty  as  to  the  tmre  it  will  take  him  to  go  from 
50°  S.  to  California.  Here,  the  difference  between  the  shortest  run  to  the  line  and  the  mean,  is  11  days;  in 
January,  it  was  8.  Also,  the  difference  between  the  longest  time  and  the  average  to  the  line,  is  16  days; 
in  January,  it  was  but  11. 

Unequal,  imcertain  times,  are  the  exponents  of  uncertain  and  unsettled  winds. 

In  April,  the  Newcastle  is  the  black  sheep.  Iler  performance,  because  it  is  out  of  rule,  and  an  excep- 
tion to  that  of  ships  generally,  is  rejected  from  the  means. 

In  April,  there  is  seldom  a  succession  of  very  good  winds.  In  this  month  the  average  -winds  of  the 
winter  months  prevail  for  a  little  more  than  half  the  time  south  of  the  line,  and  for  about  one-third  north. 

Some  fine  ships  are  on  the  April  list ;  there  are  about  a  dozen  of  them ;  yet  one-third  of  the  whole 
number  in  January  bear  oftj  each  one  of  them,  the  palm  from  the  best  one  of  these ;  not  so  much,  as  the 
Charts  show,  by  reason  of  better  heels  as  by  reason  of  better  wind.s. 

The  probabilities  are,  that  many  ships  will  pass  this  way  in  April  before  one  is  found  to  beat  the 
Swordfish;  for,  though  she  had  -±6  days  from  50°  S.  to  "The  Heads,"  there  is  but  one,  the  Star  of  the 
Union,  that  led  her  to  the  line — and  she  only  a  day — and  none  that  came  within  hail  of  her  thence  to  San 
Francisco. 

She  made  the  whole  run  in  -±6  days;  45  is  the  possible  minimum  limit  for  this  month. 

In  May,  we  will  take  the  Arcole  into  the  account,  tliough  her  passage  does  exceed  the  mean,  22  days. 
In  this  month,  though  the  passage  is  much  more  tedious  than  in  the  winter  months,  yet  it  is  nearly  as 
certain.  The  difterence  between  the  extremes,  and  the  mean,  being  12  and  9  for  May,  8  and  11  for  Janu- 
ary, 9  and  13  for  February,  and  7  and  13  for  December. 

In  this  month,  though  the  average  from  50°  S.  to  the  line,  is  the  same  as  the  average  from  the  equator 


ROUTE   TO   CALIFORNIA.  709 

to  San  Francisco,  j^ct  we  are  struck  witli  tlio  contrast  which  the  individual  cases  afibrd  as  to  the  prevailing 
character  of  the  winds,  north  and  south  of  tlie  equator. 

Ou  the  north  side,  the  greatest  difference  between  the  mean  and  the  extreme  is  with  the  maximum; 
on  the  south  side,  it  is  with  the  minimum ;  showing  that,  from  50°  S.  to  the  line,  a  vessel  is  much  more 
liable  to  meet  with  winds  that  will  drive  her  a  week  or  ten  days  ahead  of  her  time,  than  she  is  with  airs 
and  calms,  that  will  keep  her  back  even  for  7  days.  While  north  of  the  line,  she  is  much  more  liable  to 
be  beset  by  calms  and  airs,  that  will  keep  her  from  10  days  to  two  weeks  behind  the  average,  than  she  is 
to  meet  with  winds  that  will  set  her  5  days  even  ahead  of  the  average. 

The  clever  aucl  observant  mariner  may  gather  from  these  tables  of  crossings  much  valuable  informa- 
tion as  to  the  character  and  strength  of  the  winds  he  is  to  expect. 

As  an  example,  take  the  May  crossings.  Suppose  the  average  from  50°  S.  to  the  line  was  30  days, 
as  it  is,  and  that,  in  casting  his  eye  up  the  column,  "Days  from  50°  S.  to  the  Line,"  he  should  see  all  the 
passages  ranging  from  2i  to  26  days,  except  some  three  or  four,  and  that  these  should  be  60,  40,  and  so 
on.  He  would  conclude  that,  generally  speaking,  he  was  pretty  sure  in  this  month  of  regular  or  certain 
winds,  and  that  it  is  only  occasionally  that  navigators  would  be  delayed  liere  for  the  want  of  winds. 

Suppose,  on  the  other  hand,  when  he  casts  his  eye  up  the  other  column,  to  examine  the  time  of  each 
ship  from  the  line  to  San  Francisco,  greater  irregularities  are  observed,  as  one  passage  of  fourteen  days, 
another  of  sixty,  and  so  on ;  what  would  be  his  conclusion  ?  Why,  certainly,  that  in  that  part  of  the  ocean, 
in  May,  the  winds  would  be  most  uncertain ;  sometimes  a  roaring  storm,  sometimes  a  raging  calm ;  but 
always  extremes,  and  that  no  reasonable  reliance  could  be  placed  on  them. 

It  is  hard  to  go  quickly  to  San  Francisco  from  the  line  at  this  season.  The  Sea  Serpent  and  the 
Houqua  have  each  done  it  in  twenty-four  days ;  but  they  were  respectively  twenty-eight  and  twenty-nine 
days  from  50°  S.  Ou  this  part  of  the  route,  though  they  did  their  best,  they  fell  behind  the  Stag  Hound, 
the  George  Morton,  the  Empress  of  the  Seas,  the  Archer,  and,  more  than  all,  the  Surprise,  from  a  week 
to  ten  days. 

A  vessel,  that  shall  make  the  run  from  50°  S.,  in  May  and  June,  to  the  Heads  of  San  Francisco  in 
forty-two  days,  will  win  laurels  for  her  master. 

In  June,  thirty-one  days  is  the  average  to  the  line ;  and  a  vessel  here  is  more  ajit  to  be  a  week  ahead 
of  the  average  than  she  is  to  be  a  week  behind  her  time.  This  results  from  the  fact  that  a  great  many 
vessels  are  a  day  or  two  behind  time,  with  occasionally  one  a  great  away  ahead.  Of  course,  this  brings 
down  the  average. 

A  bad  month  is  June  from  the  equator  north,  as  it  is  from  50°  S.  to  the  equator. 

In  July  begins  the  dawn  of  better  times.  There  is  the  Flying  Cloud's  famous  performance  of 
seventeen  days  from  50°  S.  to  the  line,  and  nineteen  thence  to  The  Heads,  to  grace  this  month.  The 
Staffordshire,  in  this  month  too,  had  eighteen  and  the  N.  B.  Palmer  nineteen  days  each,  also,  from  the 
line. 

August  and  September  are  both  good  months  south  of  the  line.     But  from  the  line  up,  the  navigator 


710 


THE  WIND  AND  CURRENT  CHARTS. 


finds  his  patience,  quite  as  much  as  his  skill,  brought  into  reqiiisition.  I  shall  have  more  to  say  in  another 
place,  as  to  the  causes  whicli  make  the  passage  along  here,  in  these  months,  so  vexatious. 

In  October,  the  winds  are  decidedly  better  and  more  steady,  both  north  and  south  of  the  equator. 

There  are  the  Winged  Arrow,  with  20,  and  both  the  Eaven  and  the  Samuel  Russell,  each  with  her  21 
days  in  this  month,  from  50°  S. ;  and  from  the  line  north,  we  have  the  Sovereign  of  the  Seas,  with  17,  and 
both  the  Typhoon  and  the  Sea  Witch,  each  with  18  days. 

If  we  throw  out  from  the  average  the  40  days  of  the  Boston,  which  appear  to  be  owing  to  some 
defect  of  the  ship,  quite  as  much  as  to  any  want  of  winds,  we  shall  have  the  very  slight  difference  between 
the  mean  and  extremes  of  this  month,  both  to  and  from  the  line,  viz.  6  and  10  days  to,  with  8  and  6  from 
the  line. 

In  November,  the  chances  for  a  good  run  from  50°  S.  to  California,  are  still  better.  In  this  month, 
though  we  have  more  vessels,  yet  the  difference  between  the  mean  of  the  v/hole  and  the  extremes,  i.  e.  the 
best  and  the  worst  of  all  the  passages  made  to  the  line,  is  5  and  6  days.  Few  passages,  through  trades, 
calms,  and  variables,  for  3,500  miles,  are  more  regular  on  tlie  average  than  this. 

It  was  in  this  month  that  the  Comet  crossed  50°  S.,  and  made  her  beautiful  run  of  16  days  from  the 
line  to  The  Heads. 

In  December,  we  have  the  best  running  and  the  best  averages  of  all.  The  Wild  Pigeon,  the  Flying 
Dutchman,  the  Flying  Fish  (on  two  trips),  the  Jno.  Gilpin,  the  Westward  IIo,  the  White  Squall,  and  the 
Comet,  all  famous  ships,  have  made  this  month  itself  famous  for  quick  runs. 

With  the  view  of  pointing  out  the  shortest  route  from  50°  S.  to  the  line,  in  the  fair  way  to  California, 
I  have  selected  from  the  tables  already  presented,  the  monthly  mean  of  the  best  passages  for  each  month. 
I  have  tabulated  also  the  monthly  mean  longitude  in  which  the  vessels  making  these  mean  passages  crossed 
the  parallels  named,  including  the  equator. 


Monthly  Mean  of  Best  Passages. 


Mean  of 

BEST  LONGITUDE  FOK  CROSSING  THE  PAKALLELS  OF— 

From  50° 

From  0° 

BIONTU. 

the  best 

S.  to  0°. 

to  San 

Francisco. 

50"^ 

S. 

40': 

s. 

35= 

s. 

30= 

s. 

25" 

s. 

0 

3 

Days. 

Days. 

January  .     .     . 

9 

80° 

00' 

83° 

00' 

87° 

00' 

90° 

00' 

92° 

00' 

111° 

00' 

221 

21 

February 

8 

81 

00 

85 

00 

88 

00 

90 

00 

93 

00 

111 

00 

25 

20 

March 

13 

82 

00 

85 

00 

88 

00 

89 

00 

93 

00 

no 

00 

25 

24 

April  .     . 

9 

83 

00 

87 

00 

86 

00 

89 

00 

92 

00 

109 

00 

241 

30 

.May    .     . 

12 

82 

00 

85 

00 

87 

00 

87 

00 

90 

00 

109 

00 

24| 

SOi 

June    .     . 

11 

82 

00 

84 

00 

86 

00 

89 

00 

91 

00 

no 

00 

27 

28 

July    .     . 

6 

82 

00 

88 

00 

90 

00 

92 

00 

95 

00 

115 

00 

23 

28 

August    . 

8 

84 

00 

86 

00 

85 

00 

87 

00 

90 

00 

108 

00 

25 

31 

September 

4 

82 

00 

86 

00 

87 

00 

87 

00 

90 

00 

111 

00 

21 

24 

October   . 

12 

80 

•00 

82 

00 

84 

00 

86 

00 

89 

00 

no 

00 

24 

23 

November 

11 

83 

00 

85 

00 

84 

00 

84 

00 

88 

00 

108 

00 

24 

23 

December 

10 

83 

00 

83 

00 

84 

00 

87 

00 

91 

00 

113 

00 

22 

21 

KOb'TE    TO    CALIFOKNIA.  711 

It  appears  that  in  January,  February,  March,  and  April,  decidedly  the  best  place  for  crossing  the  line 
is  between  115°  and  120°  W.  That  the  quickest  runs  for  each  of  the  first  three  months  were  made  by 
crossing  between  110°  and  115°.  Also,  in  May  and  September,  the  quickest  runs  were  made  by  these 
same  crossings,  and  that  the  quickest  passages  in  April,  August,  and  October,  were  made  by  crossing 
between  115°  and  120°. 

But  a  careful  examination  of  the  tables  will  show  that  the  best  average  crossing-place  of  the  line  in 
■winter  and  spring,  is  west  of  115° ;  that  in  May,  the  best  crossing-place  begins  to  fall  cast  of  this  meridian, 
and  to  approach  that  of  110°  more  and  more  until  August,  when  it  is,  say,  108°.  It  now  commences  to 
go  west  again,  being  good  anywhere  between  110°  and  120°,  or  even  125°,  until  winter,  when  it  settles 
down  east  of  115°  again. 

This  table  shows  that  the  mean  crossings  on  the  best  trips  are  for  the  most  part  west  of  the  usual  route 
pursued  by  vessels  generally.  The  mean  crossings  on  the  shortest  trips  are  west  of  the  average  crossings 
for  each  month,  except  for  May,  October,  and  November.  In  the  last  two,  the  average  crossings  of  the 
whole  and  of  the  best,  are  nearlj^  coincident ;  and  so  they  are  from  50°  south  to  the  trade-winds  in  May, 
when  the  best  route  seems  to  trend  a  little  more  to  the  eastward.  From  Aprd  to  August  inclusive,  appear 
to  be  the  most  difficult  months  for  quick  passages. 

This  table  is  well  calculated  to  impress  upon  the  attention  of  navigators  the  propriety  of  the  injunc- 
tion, which,  in  the  present  and  former  editions  of  this  work,  I  have  endeavored,  with  oft-repeated  emphasis, 
to  impress  u\fon  them :  As  you  double  Cape  Horn,  and  gel  on  the  Pacific  side,  make  as  much  westing  with  your 
northing  as  you  can,  aiming  to  cross  the  parallel  of  50°  south,  as  far  at  least  as  85°  or  90°  west.  Do  not  beat 
nor  dally  with  baffling  tuinds  to  do  this,  for  you  want  to  lose  no  time  in  getting  to  the  north. 

"With  the  view,  however,  of  showing  the  best  crossings  of  the  line,  I  have  divided  it  into  lengths  or 
crossino-s  of  5°  of  longitude,  beginning  with  the  meridian  of  95°  W. ;  and,  with  the  assistance  of  Lieut. 
Minor,  Passed  Midshipman  A.  A.  Semmes,  and  0.  C.  Badger,  am  enabled  to  present  the  following  tables, 
which  show  the  monthly  crossing  of  each  division ;  the  time  from  the  United  States  to  this  equatorial 
place  of  crossing ;  the  time  thence  to  San  Francisco,  and  the  total  length  of  passage  from  the  United 
States: — • 


712' 


THE  WIND  AND  CUREKNT  CHARTS. 


The  Names  of  Vessels;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific;  the  Time  and  Place  of 
crossing  the  Equator,  with  the  Passage  thence  to  Calif ornia,  for  each  Montli. 


AVERAGE  PASSAGE. 

To  the 

equator 

Date  of  crossing 
the  equator  in 

Longitude  of 
crossing:  the 

From  the 
equator  to 

NAME  OP  VESSEL. 

Port  last  from. 

To  the 

From  the  From  the 

in  tlie 

the  racific. 

equator 

San  Fran- 

line 

line  to 

U.  .S.  to 

raeitic. 

cisco. 

from 

U.  S. 

Califor- 
nia. 

Califor- 
nia. 

Days. 

Days. 

Days. 

Davs. 

Days. 

Virginia 

Cardiff 

Dec.      21,  1852 

99°  59'W. 

43 

43 

Whiton    .     .     . 

New  York 

107 

March  13,  1847 

93     15 

42 

107 

42 

149 

Ocean  Binl  .     . 

Ci 

140 

May     24,  1849 

99     25 

38 

140 

38 

178 

Stag  Hound 

u 

91 

June       1,  1852 

99     20 

34 

91 

34 

125 

Louisa  Bliss 

Beatifort,  N.  C. 

153 

8,  1850 

100     00 

52 

153 

52 

205 

llorsburirli   .     . 

New  York 

96 

29,  1852 

98     30 

33 

113 

40.0 

158 

Chatham       .     . 

Boston 

130 

Sei^t.    22,  1849 

99     15 

39 

130 

39 

169 

CROSSING  BETWEEN  100°  .\ND  105°  W.  LONG. 


Aclehxide       .     . 
Golden  Gate 
Europe    .     .     . 
George  Brown 
John  Holland   . 
Great  Britain    . 
Sea  Serpent 
Anonym  a     .     . 
Sea  Serpent 
Governor  Morton 
Sweden    .     .     . 
Michael  Angelo 
Hampton      .     . 
Thomas  B.  Wales 
AVhite  Squall  . 
Empire    .     .     . 
E.  C.  Winthrop 
North  America 
Messenger 
Union 
Carioca    . 
Copeland 
Coliota     . 
Albany    . 
Sea  Witch 
Eaven 
Samuel  Eussell 
Monsoon       .     . 


New  York 


Philadelphia 

New  York 


Boston 
New  York 

Boston 
New  York 

u 

Boston 

New  York 

Boston 
New  York 


Philadelphia 
Bo.ston 

New  York 


Boston 


144 
80 
114 
111 
134 
110 
82 

88 

91 

117 

113 

130 

100 

84 

97 

108 

112 

88 

91 

116- 

119 

110 

127 

87 

93 

97 

100 


Feb.   5 
24, 

March  1 
14, 

April  16, 
28 

May 


June 


July 


o 
23 

5 
12 
26 
27 
29 

3 

o 
O 

8 

12 

27 

Aug.  29 

81 

6 

7, 

5 

6 

27 

2 

17 
6 


Sept. 
Oct. 

Nov. 
Dec. 


1853  104 
1853  104 
1852 100 

1851  104 
1853 102 
1852104 
1853  102 
1849  102 
1852101 
1852101 
1849 102 
1852102 
1853' 102 
1852'l02 
1852100 
1852102 
1852'l04 
1852100 
1852'l02 

1852  101 
1852 100 
1852*103 
1852'l04 
1852101 
1851 101 
1852!  104 
1852101 
18521103 


06 
37 
00 
45 
28 
30 
03 
40 
72 
43 
2(» 
09 
25 
51 
26 
01 
07 
27 
32 
10 
56 
48 
09 
34 
30 
32 
30 
53 


34) 

24  f 

35 

22 

24 

30 

26 

34 

25 

32 

38 

36  1 

39  J 

33^ 

26 

35 

33 

34  j 

34 

28 

41 

40 

26 

38 

28 

29 

22 

26 


!■ 


112 

29 

112.5 

28 

122 

27 

82 

30 

120 

34 

100 

32 

89.5 

31 

117.5 

40.5 

108 

29 

95 

25.5 

100 

26 

CROSSING  BETWEEN  105°  AND  110°  W.  LONG. 


Eevere 

New  York 

111 

Jan. 

3,  1852 

109 

30 

26) 

Wild  Pigeon     .     .     . 

u 

88 

10,  1852 

108 

59 

I'h 

96 

22 

118 

Golden  Gate     .     .     . 

c; 

90 

12,  1852 

106 

00 

23  j 

John  Jay      .... 

New  Bedford 

138 

Feb. 

6,  1850 

105 

10 

37^ 

26  1- 

Gray  Feather    .     .     . 

New  York 

100 

17,  1852 

109 

27 

Tingq^ua 

(1 

87 

19,  1852 

106 

25 

28  1 

KOUTK   TO    CALIFORNIA. 


713 


The  Names 

of  Yr^-^rh:  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific — Continued. 

AVERAGE  PASSAGE. 

To  the 

Date  c 

f  crossing 

Long 

tmle  of   1 

P'rom  the 

' 

NAME  OF   VF.SSEI,. 

Port  last  from. 

ecpiMtur 

the  e 

luator  ill 

cross 

ing  the 

c<niiitor  to 

To  the 

From  the 

?rom  the 

in  the 

the  i'acitic.         I 

eijuator.        | 

San  Fran- 

line 

line  to 

U.  S.  to 

Pacific. 

cisco. 

from 
U.  S. 

Califor- 
nia. 

Califor- 
nia. 

Days. 

Days. 

Days. 

Days. 

days. 

Ilazara    

New  York 

107 

Feb. 

21,  1851 

109° 

30'W. 

24 

llolona     .... 

(1 

113 

19,  1851 

110 

00 

21   } 

37j 

Ill 

29 

140 

Kussell     .... 

a 

128 

7,  1850 

110 

00 

F.  W.  Brune     .     . 

u 

122 

March 

2,  1853 

106 

56 

29] 

Winged  Kacer 

11 

85 

7,  1853 

106 

24 

23 

John  Bertram  .     . 

Boston 

86 

8,  1853 

109 

47 

19 

Cygnet     .     .     . 

u 

125 

8,  1853 

109 

00 

30 

Sartelle    .... 

New  York 

185 

29, 1850 

107 

15 

34 

105 

26 

141 

Whiton   .... 

(; 

112 

15,  1848 

109 

05 

28 

£d\J 

Samuel  Appleton 

11 

103 

23, 

109 

30 

18 

Golden  West    . 

Boston 

101 

24,  1853 

107 

04 

23 

Uriel  .... 

11 
11 

86 
95 

30,  1851 

29,  1852 

109 
110 

45 

00 

34 
25 

Benjamin  Howard*   . 

ScliV  Walter  {lia  Rio) 

;New  York 

121 

April 

10,  1853 

108 

33 

251 

Wisconsin    .     .     .     . 

1         " 

94 

22,  1852 

106 

00 

30 

> 

123 

31 

154 

Ilerman  .     .     . 

Philadelphia 

155 

11,  1850 

108 

00 

37  J 

Gray  Feather    . 

New  York 

108 

May 

1,  1851 

109 

45 

28] 

Star  of  the  Union 

It 

97 

5,  1853 

106 

38 

27 

Golden  Racer  . 

Boston 

96 

6,  1853 

108 

45 

34 

Simoom  .     .     . 

New  York 

107 

6,  1853 

106 

41 

26 

■ 

104 

31 

135 

Governor  Morton 

(1 

97 

15,  1853 

109 

01 

26 

Tornado  .     .     . 

u 

84 

17,  1852 

107 

07 

44 

Aurora    .     .     . 

Nantucket 

140 

30,  1849 

110 

00 

31 

Kate  Hays  .     . 

New  York 

122 

June 

3,  1852 

109 

16 

31] 

New  York  .     . 

u 

103 

3,  1853 

107 

30 

35 

Herculean    .     . 

(1 

119 

8,  1853 

109 

21 

35 

H.  Birckhead   . 

Baltimore 

111 

17,  1853 

109 

00 

31 

Lantao     .     .     . 

New  York 

94 

23,  1853 105 

65 

30 

Yandalia       .     . 

11 

126 

2,  1850 107 

30 

36 

ilasconoma 

a 

123 

4,  1850 108 

00 

45 

- 

113 

35 

143 

Sherwood     .     . 

Boston 

106 

25,  1851108 

45 

40 

Climax     .     .     . 

It 

88 

24,  1853 106 

30 

27 

Ino      .... 

New  York 

11 

99 
151 

19,  1851109 
12,  1850 109 

30 

40 

34 
49 

Adirondack 

Home      .     .     . 

Baltimore 

109 

10,  1850,110 

00 

39 

Roscoe     .     .     . 

New  York 

121 

27,  1853 

109 

45 

27 

Gazelle    .     .     . 

July 

9,  1849 

105 

30 

30^ 

Edgar      .     .     . 

11 

126 

2,  1850 

108 

15 

39 

„ 

104 

28 

132 

Staffordshire     . 

Boston 

83 

24,  1852108 

01 

18 
23 

Cohota     .     .     . 

u 

103 

19,  1850109 

45 

Ellen  Noyes 

11 

111 

Aug. 

6,  1852  107 

30 

33 

• 

103 

26 

129 

Flying  Cloud    . 

New  York 

95 

17,  1852  105 

20 

19 

*  Capt.  Shrieve  to  Liect.  Mauby  :  "  I  approve  of  the  route  laid  down  by  you.  I  have  had  much  experience  at  sea,  as  shipmaster, 
in  all  quarters  of  the  globe,  and  heartily  concur  in  your  views  respecting  passages.  I  also  believe  the  day  is  not  far  distant  when  pas- 
sages to  California  mil  be  made  frequently  in  one  hundred  days.  I  have  often  been  amazed  in  viewing  tracks  of  different  ships  to  this 
port,  and  those  who  have  the  longest  passages  have  been  broad  off  the  right  track.  The  Benjamin  Howard  is  a  medium  clipper, 
seven  hundred  tons.  You  will  notice  I  have  beat  the  whole  fleet  that  sailed  about  the  time  I  did ;  experienced  all  sorts  of  weather  on 
the  passage  ;  neither  tore  a  sail  nor  lost  a  spar  the  whole  passage." 

90 


714 


THE  WIND  AND  CURRENT  CHARTS. 


The  Names  of  Vessels;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific — Continued. 


Port  last  from. 

To  the 
equator 

in  the 
Pacitic. 

Date  of  crossing 

the  equator  in 

the  Pacific. 

Longitude  of 

crossing  the 

equator. 

From  the 
equator  to 
San  Fran- 
cisco. 

AVERAGE  PASSAGE. 

NAME  OF  VESSEL. 

To  the 
line 
from 
U.  S. 

From  tlie 

line  to 
Califor- 
nia. 

From  the 

U.  S.  to 
Califor- 
nia. 

Mermaid 

Eliza  Mallory   .     .     . 

Eureka 

Butler 

Telegraph     .... 

Seaman 

Boston 

Horton 

New  York 
(( 

1( 

(C 

Rio  de  Janeiro 
New  York 

Days. 

115 
141 

102 

102 

81 

151 

Sept.    21,  1851 
10,  1852 
15,  1851 

Oct.      22, 
Nov.    13,  1852 
27,  1849 
Dec.     23,  1850 

105°  45' W. 
108     42 

108  20 

109  30 
109     41 
106     00 
109     15 

Days. 

27) 

37  y 

25] 

23 
26) 
40  j 
33 

Days. 
128 

102 

91 

151 

Days. 
30 

23 
33 

33 

Days. 

158 

125 
124 
184 

CROSSING  BETWEEN  110°  AND  115°  W.  LONG. 


Wild  Pigeon     .     .     . 

New  York 

104 

Jan.      14,  1853 

112 

20 

24^ 

Flying-Fish .     . 

u 

74 

13,  1853 

112 

00 

18 

Anstiss    .     .     . 

Riclmiond,  Va. 

116 

22,  1853 

110 

00 

25 

Swordfish 

New  York 

71 

21,  1852 

110 

15 

20 

- 

97 

24 

121 

Ambassador 

u 

127 

16,  1849 

112 

35 

32 

Celestial  .     .     . 

u 

84 

23,  1852 

113 

30 

23 

George  Raymond 

Boston 

102 

23,  1852 

114 

34 

25, 

Trade-Wind      . 

New  York 

85 

Feb.       7,  1853 

112 

20 

16-^ 

Capitol     .     .     . 

Richmond,  Va. 

112 

7,  1853 

113 

00 

20 

Realm      .     .     . 

New  York 

138 

8,  1853 

113 

35 

35 

Contest    .     .     . 

u 

84 

9,  1853 

111 

06 

16 

108 

24 

132 

Telegraph    .     . 

Boston 

96 

18,  1853 

112 

00 

20 

" 

Cygnet     .     .     . 

New  York 

118 

26,  1850 

111 

15 

29 

Lawrence      .     . 

u 

134 

28,  1850 

113 

45 

26 

Alboni     .     .     . 

u 

99 

28,  1853 

113 

44 

28  J 

Surprise  .     .     . 

ii 

80 

March    8,  1851 

110 

30 

171 

Winthrop     .     . 

Boston 

116 

3,  1851 

110 

30 

29 

Potomac  .     .     . 

Portland 

133 

3, 1851 

111 

20 

32 

Living  Age  .     . 

New  York 

108 

12,  1853 

112 

25 

20 

Storm      .     .     . 

u 

87 

17,  1853 

110 

32 

23 

Anna  Kimball . 

11 

110 

22,  1853 

114 

10 

22 

- 

111 

25 

136 

Bald  Eagle  .     . 

11 

88 

23,  1853 

111 

15 

19 

Danube    .     .     . 

u 

130 

23,  1853 

110 

32 

26 

Bothnia   .     .     . 

11 

123 

24,  1851 

112 

15 

25 

Kentucky     .     . 

Boston 

122 

26,  1853 

113 

08 

25 

Hannibal      .     . 

11 

120 

22,  1850 

114 

45 

40 

Phantom      .     . 

11 

90 

April     6,  1853 

113 

32 

14] 

John  Steward  . 

New  York 

111 

11,  1853 

112 

84 

32 

Russell  Glover 

11 

115 

14,  1850 

113 

00 

21 

Cele.stial  .     .     . 

11 

98 

16,  1853 

110 

06 

22 

Rattler     .     .     . 

11 

98 

16,  1853 

114 

08 

23 

106 

27 

133 

Daniel      .     .     . 

28,  1851 

113 

15 

83 

Alhesdrough    . 

ti 

104 

26,  1853 

113 

36 

82 

Aldebaran    .     . 

Boston 

123 

27,  1852 

110 

05 

35 

Sea  Serpent .     . 

22,  1851 

114 

15 

25 

Esther  May 

Boston 

112 

28,  1853 

113 

00 

33  J 

Susquehanna    . 

Philadelphia 

108 

May       1,  1851 

113 

25 

29 

109 

28 

137 

ROUTK   TO   CAI.IFOUXIA. 


•15 


The  Names  of  Vessels;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific — Continued. 


To  the 

Long 

tuile  of 

From  tlie 

AVKBAOE  PASSAGE. 

Date  of  crosiiin):^ 

NAME  OF  VKSSEL. 

Turt  last  from. 

eciuator 

the  equator  in 

crossing  the 

equator  to 

To  the     From  the  From  the 

in  the 

the  Pacific. 

eiiuator. 

San  Fran- 

line        line  to    ,  U.  8.  to 

Pucilic. 

cisco. 

1 

from       Califor-     Califor- 
U.  S.           nia.            nia. 

Davs. 

Days. 

Days. 

Days. 

Days. 

F.  De]iaii      .... 

New  York 

139 

May     20,  1850 

112° 

45'W. 

27"" 

Stag  llound      .     . 

a 

93 

4,  1851 

113 

30 

21 

109 

28 

137 

Masconoma .     . 

Boston 

122 

7,  1853 

110 

07 

37 

24 

Swordfisli     .     .     . 

New  York 

84 

7,  1853 

114 

02 

Surprise  .... 

ti 

87 

June       8,  1853 

110 

43 

30  ~ 

Paragon  .... 

11 

120 

8,  1853 

113 

25 

41 

Archibald  Gracic . 

Boston 

111 

11,  18.50 

111 

00 

3(5 

Sirocco    .... 

New  York 

117 

12,  185;i 

111 

30 

28 

Delia        .... 

11 

128 

10,  1851 

114 

00 

34 

Morgan  Dix      .     . 

11 

107 

13,  1853 

110 

30 

36 

Tigress    .... 

Salem 

132 

1,  1850 

114 

30 

33  1 

113 

33 

146 

Seaman's  Bride     . 

New  York 

92 

19,  1853 

114 

55 

29 

Rose  Stand  ish  .     . 

11 

111 

20,  1850 

113 

00 

45 

Competitor  .     .     . 

Boston 

89 

24,  1853 

114 

00 

25 

Parthian  .... 

Richmond,  Va. 

94 

25,  1853 

HI 

20 

28 

Emil3'  Miuor(ti"a  J 

nan 

Fernandez)    . 

New  York 

170 

27,  1853 

113 

55 

32 

Flying  Eagle  {via  ] 

lio) 

Boston 

109 

July       7,  1853 

114 

40 

34 

Hornet     .     .     . 

New  York 

87 

23,  1853 

112 

54 

20 

John  Laud   .     . 

Boston 

94 

25,  1853 

114 

47 

31 

109 

31 

140 

Venice     .     .     . 

New  York 

107 

14,  1850 

114 

45 

30 

Abbot      .     .     . 

Bordeaux 

126 

23,  1852 

113 

15 

38 

Amity      .     .     . 

Boston 

132 

15,  1850 

115 

00 

31 

St.  Patrick   .     . 

New  York 

118 

Aug.    14,  1850 

110 

45 

341 

Isaac  Allerton  . 

13,  1850 

111 

15 

34 

Caroline  .     .     . 

11 

127 

11,  1850 

113 

30 

36 

Sarah  and  Eliza 

11 

180 

12,  1849 

113 

40 

36 

- 

117.5 

31.8 

149 

N.  B.  Palmer    . 

11 

88 

2,  1851 

114 

00 

19 

Victory    .     .     . 

11 

103 

2,  1853 

112 

45 

32 

Witch  of  the  Wa\ 

•e  . 

Boston 

89 

18,  1851 

115 

00 

32  J 

N.  B.  Palmer    . 

New  York 

101 

Sept.      6,  1852 

113 

49 

24 

Tem])leton    .     . 

Bucksport 

126 

10,  1850 

112 

30 

27 

1 

Southerner  .     . 

New  York 

141 

16,  1852J112 

10 

33 

. 

119 

29 

148 

Lady  Arabella 

11 

138 

4,  1850: 113 

00 

33 

Virginia  . 

Boston 

90 

2,  1850,114 
21,  1852  113 

00 
50 

33 

25 

Witch  of  the  Wa^ 

re  . 

Thomas  Perkins 

New  York 

100 

Oct.      25,  1849,110 

45 

26' 

Columbia      .     . 

Boston 

133 

12,  1850 

111 

45 

35 

Jamestown  .     . 

New  York 

103 

20,  1852 

25 

Raven      .     .     . 

Boston 

85 

29,  1851 

112 

00 

20 

100 

25 

125 

Typhoon       .     . 

New  York 

87 

30,  1851 

114 

41 

19 

Eagle  .... 

11 
11 

101 
103 

20,  1851|115 
5,  1850415 

00 
00 

28 
26 

•^     D           •          •          «          « 

Carringtou    .     . 

Celestial  .     .     . 

u 

83 

11,  1850 

115 

00 

21 

Talbot      .     .     . 

1( 

139 

Nov.     12,  1850 

115 

00 

31  ~ 

Valparaiso   .     . 

(1 

138 

2,  1851|115 

00 

30 

116 

25 

141 

Winged  Arrow 

Boston 

95 

4,  1852 

114 

39 

22 

Sea  Witch    .     . 

;New  York 

91 

22,  1852 

114 

10 

17 

John  Wade 

11 

94 

Dec.     15,  1852 

110 

30 

23- 

\ 

Thos.  W.  Sears 

11 

124 

21,  1852 

112 

59 

21 

y 

107.7 

24.7 

132 

Senator    .     .     . 

It 

105 

26,  1852 

111 

00 

30 

\ 

716 


THE  WIND  AND  CUBRENT  CHARTS. 


The  Names  of  Vesseh;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific — Continued. 

CROSSING  BETWEEN  115°  AND  120°  W.  LONG. 


NAME  OF  VESSEL. 


John  Gilpin 
Flying  Fish 
Seaman    .     . 
Flying  Childer; 
Newton    .     . 
Lucia  Field  . 
Lantao     .     . 
Canton     .     . 
Southerner  . 
Eagle.     .     . 
Tornado  .     . 
Amelia     .     . 
Isabelita  Hyne 
Maria  ... 
Samuel  Russell 
Lucknow 
Astrea     .     . 
Diadem    .     . 
Arcole     .     . 
Wisconsin    . 
Valparaiso    . 
Stag  Hound 
Archer     .     . 
Houqua  .     . 
Empress  of  the  Seas 
St.  Lawrence 
Robert  Hardin^ 
Houqua  .     . 
Sarah  Boyd 
Raduga    . 
Sheridan  . 
Herman  . 
Finland    . 
Gertrude 
Sovereign  of  the  Seas 
Comet 


Port  last  from. 


To  the 
equator 

ill  the 
Pacific. 


New  York 
Boston 
New  York 
Boston 


New  York 


Boston 
NeAV  York 

u 

Philadel]')hia 
New  York 


Boston 
New  York 
Philadelphia 
New  York 


Philadelphia 
New  York 


Days. 

78 
77 
89 
91 

124: 

120 

103 

136 

120 

92 

79 

111 

101 

111 

90 

111 

138 

105 
100 
114 

95 
108 
120 

89 
141 
12(3 
103 
129 
116 
103 
110 
133 
116 

83 


Date  of  crossing 

the  equator  in 

the  Pacific. 


.Jan. 

Feb. 
March 


April 


May 


June 


July 


Aug 
Oct. 

Dec. 


15,  1853 
22,  1852 

20,  1850 
19,  1853 
10,  1851 
19,  1851 

21,  1851 
1849 
1851 
1853 
1853 
1853 
1851 
1851 


28, 
30, 

9, 
10. 

29, 

16! 
15, 
6 
20 
22, 
31 
31 
31 


LongituJe  of 

crossing  the 

equator. 


1850 


116° 

119 

118 

117 

117 

119 

118 

118 

117 

115 

118 

116 

116 

117 

118 


8, 


1853 

1853 

1850 

1850 

1850 

1850 

1853 

1853 
21,  1853 
10, 1853 

29,  1853 
28,  1853jll6 
25,  1850 115 
15,  1850:115 
28,  1851 118 

2,  1850118 

30,  1849  120 
1850117 
1850116 


117 
115 

116 
117 
118 
119 
116 
115 
115 
115 
116 


6. 

8, 
27, 
28. 


1852 
1851 


119 
117 


OO'W 

50 

00 

21 

10 

15 

00 

00 

00 

30 

10 

41 

00 

00 

30 

50 

49 

00 

00 

45 

00 

03 

08 

11 

30 

15 

36 

15 

15 

00 

30 

00 

15 

00 

47 

00 


From  the 
equator  to 
Sau  Fran- 
cisco. 


16 

23 

18 

221 

26 

31 

20 

29 

28 

211 

22 

23 

24  { 
32  I 
20  J 
271 
35 
36 
30  j" 
24! 
28  J 
26 
37 
24 
32 
37 
39 
28 
321 

25  I 
28 
27 
42 
30 
20 
16 


r 


AVERAGE  PASSAGE. 


To  the 
line 
from 
U.  S. 


Days. 

77.5 
89 

116 


97 


113 


112 


From  the 
line  to 
Califor- 


114.5 

133 
99.5 


Days. 

19.5 
18 

26 


24   121 


30 


32 


28 

42 
25 
16 


CROSSING  BETWEEN  120°  AND  125°  W.  LONG. 

Westward  Ho  .     .     . 

Boston 

89 

Jan.      13,  1853 

122     06 

18 

89 

18 

107 

A casta     

Sag  Harbor 

171 

March  10,  1851 

120     30 

28 

171 

28 

199 

Kensington  .... 

New  York 

129 

June     24,  1851 

122     45 

39 

129 

39 

168 

Tartar 

Uncle  Toby      .     .     . 

Philadelphia 
Boston 

104 
103 

July     24,  1851 
31, 1853 

121     30 
121     15 

30) 
31  f 

103.5 

30.5 

134 

Flying  Cloud    .     .     . 

New  York 

71 

Aug.    12,  1851 

124     00 

19 

71 

19 

90 

CROSSING  WEST  OP  125°  W.  LONG. 


Tagus 


New  York 


126     June    15,1851128     00 


46 


126 


46       172 


ROUTE  TO   CALIFORNIA. 


717 


Avei-age  Length  of  best  Passages  of  California-hound  Vessels  from  the  Atlantic  Parts  of  the  TJ.  S.  to  the  Equator 
in  the  Pacific,  and  from  the  Equator  in  the  Pacific  to  San  Francisco — arranged  according  to  the  Month  and 
the  Longitude  of  crossing  the  Eqiialor. 


Mouth  of  crossiiijj; 

I'l-oio  r.  ,s. 

No.  i»r  [ta>- 

.\vl•l■:l,;;^■^ 

No.  of  pas- 

Place  of  crossing 

Average 

.\verage 

Shortest  pa>>age  from  the 

tlie  tviuator  in 

to  the 

sajrcs  from 

from  the 

safjes  tVoni 

the  etjuator  in 

from  U.  S. 

passage  of 

U.  S.  for  the  mouth. 

the  I'acific. 

equator  in 

which  liver- 

equator 

which  aver- 

the Pacific. 

to  Cali- 

the whole 

the  Pacific. 

ages  are 
determined. 

to  Cali- 
fornia. 

ages  are 
determiueil. 

fornia. 

month 
from  U.  S. 

Days. 

Dav.s. 

Between 

Days. 

Days. 

By  the 

January    .     .     . 

9(5 

3 

22 

3 

105     110 

118 

97 

7 

24 

7 

110—115* 

121 

116 

*Swordfisli,  91  days. 

77 

2 

19 

2 

115     120 

96 

February      .     . 

112 

2 

29 

2 

100—105 

141 

111 

6 

29 

6 

105—110 

140 

108 

8 

23 

8 

110—115* 

131 

134 

*Contest,  100  days. 

89 

1 

18 

1 

115     120 

107 

March      .     .     . 

107 

1 

42 

1 

90—95 

149 

103 

10 

26 

10 

105—110 

129 

111 

11 

25 

11 

110—115* 

136 

135 

*Surprisc,  97  days. 

115 

6 

26 

6 

115—120 

141 

April  .... 

122 

2 

27 

3 

100—105 

149 

123 

3 

31 

3 

105—110 

154 

134 

106 

8 

27 

10 

110—115 

133 

97 

6 

24 

6 

115—120* 

121 

*Tornado,  101  days. 

May     .... 

140 

1 

38 

1 

95—100 

178 

82 

1 

30 

2 

100—105* 

112 

*Sea  Serpent,  108  days, 

104 

7 

31 

7 

105—110 

135 

138 

and  the 

109 

5 

28 

5 

110—115* 

137 

*Svvordfish,  108  days. 

114 

5 

30 

6 

115—120 

144 

June  .... 

113 

3 

40 

3 

95—100 

153 

.  108 

5 

33 

5 

100—105* 

141 

*Sea  Serpent,  118  days. 

113 

13 

35 

13 

105—110 

148 

146 

113 

12 

33 

12 

110     115 

146 

112 

7 

32 

7 

115     120 

144 

July     .... 

100 

5 

32 

5 

100—105 

132 

104 

3 

28 

4 

105—110* 

132 

*Staffordshire,  101 

109 

6 

31 

6 

110—115 

140 

days. 

114 

4 

28 

4 

115—120 

142 

136 

103 

2 

30 

2 

120—125 

133 

August    .    .    . 

89 

2 

31 

2 

100—105 

120 

103 

2 

26 

2 

105—110 

129 

117 

6 

32 

■7 

110—115 

149 

133 

1 

42 

1 

115—120 

175 

138 

71 

1 

19 

1 

120—125* 

90 

*FIying  Cloud,  90  d'ys. 

September    .     . 

130 

1 

39 

1 

95—100 

169 

117 

2 

41 

2 

100     105* 

158 

*Witch  of  the  Wave, 

128 

2 

30 

3 

105     110 

158 

154 

115  days. 

119 

5 

29 

6 

110—115 

148 

October    .     .     . 

108 

3 

29 

3 

100—105 

137 

102 

1 

23 

1 

105     110 

125 

127 

99 

8 

25 

8 

110—115 

124 

99 

2 

25 

2 

115—120* 

124 

*Sovereignof  the  Seas, 

November    .     . 

95 

2 

25 

2 

100—105 

120 

103  days. 

91 

2 

33 

2 

115—110 

124 

131 

116 

4 

25 

4 

110—115* 

141 

*Sea  Witch,  108  days. 

December     .     . 

100 

1 

26 

1 

100—105 

126 

151 

1 

33 

1 

105—110 

184 

107 

3 

24 

3 

110—115 

131 

134 

88 

1 

16 

1 

115—120* 

104 

*Comet,  104  days. 

Average  for  year 

107 

29 

136 

136 

718  THE  WIND  AND  CURRENT  CHARTS. 

Let  us  see  what  light  the  information,  contained  in  these  two  tables,  will  throw  upon  the  best  Cali- 
fornia route,  as  well  as  upon  the  best  season  of  the  year  for  that  voyage. 

The  shortest  monthly  mean  is  11(3  clays,  and  that  is  for  the  vessels  that  crossed  the  equator  in  the  Pacific, 
during  the  month  of  January.  And  to  this  crossing  they  had  an  average  run  of  90  days.  Vessels,  there- 
fore, for  California,  that  sail  from  the  United  States  the  latter  part  of  September  and  in  all  October,  are 
the  vessels  which,  upon  an  average,  should  have  the  fairest  winds  and  make  the  best  passages. 

On  the  contrary,  those  that  are  just  arriving  out  when  these  are  sailing,  are  the  vessels  which,  on  the 
average,  have  the  longest  passages.  Those  that  cross  the  equator  in  September  arc  those  that  sail  from  the 
United  States  and  Europe  in  March  and  April.  Their  average  to  the  line  in  the  Pacific  is  four  months 
(121  days). 

The  shortest  passage  yet  made  to  California  at  any  season,  was  made  by  the  Flying  Cloud.  She 
sailed  from  the  United  States  about  1st  of  June,  and  crossed  the  equator  in  the  Pacific,  12th  August, 
between  120°  and  125°  W. 

The  Swordfish  had  also  a  run  of  71  days  to  the  line.  She  sailed  from  the  United  States  in  the  fall, 
the  most  favorable  time,  and  crossed  the  equator  in  the  Pacific  in  January  between  110°  and  115°.  And 
the  next  is  by  the  Flying  Fish  in  the  same  month,  but  in  74  days. 

The  crossings  that  have  given  the  shortest  passage  to  San  Francisco  for  each  month  are  marked 
(p.  717)  with  an  asterisk  (*),  and  the  name  of  the  vessel  quoted  in  the  last  column. 

It  is  of  some  consequence,  in  deciding  as  to  the  best  crossing-jjlace  on  the  equator,  that  the  navi- 
gator shoLdd  have  an  idea  as  to  the  parallels  near  which  he  may  expect  to  lose  the  S.  E.  trades;  for  the 
equatorial  limits  of  these  winds  change  with  the  season. 

In  March,  you  will  occasionally  carry  them  several  degrees  over  into  the  northern  hemisphere.  But 
in  this  month  they  are  generally  near  the  verge  of  their  extreme  declination  towards  the  south.  Wlien 
you  lose  them  and  get  the  N.  E.  trades,  keep  away  with  a  good  rap  full,  never  aiming  to  cross  the  parallel 
of  20°  north  to  the  east  of  long.  125°  west.  Unless  the  winds  force  you  oft",  aim  to  be  in  shore  of  the 
meridian  of  130°  W.  when  you  lose  the  N.  E.  trades. 

"When  you  do  lose  them,  if  then  you  have  to  fight  the  calms  and  bafiling  winds  of  the  horse  latitudes, 
make  the  best  of  your  way  on  a  due  north  coarse,  till  you  cross  this  belt  of  calms,  or  catch  a  good  wind, 
or  get  into  the  variables  beyond.     I  shall  have  more  to  say  upon  this  subject. 

In  April,  you  will  carry  these  trades  for  a  little  farther,  and  so  on  farther  and  fiirther  until  October, 
when  the  northern  edge  of  them  becomes  stationary  and  commences  to  return  south.  It  reaches  its 
farthest  parallel  of  southern  declination  in  March  or  April. 

It  may  be  well  here  to  make  a  remark  as  to  the  influence  of  extensive  arid  plains  which  the  navigator 
may  find  to  the  east  of  him  as  he  sails  across  the  belt  of  the  N.  E.  or  the  S.  E.  trade-winds. 

In  the  summer  and  fall,  the  influence  of  these  winds  is  felt  far  out  to  sea.  The  monsoons  of  India 
are  due  to  such  an  influence ;  so  are  the  monsoons  in  the  Atlantic;  in  the  Gulf  of  Mexico;  and  in  the  Pacific 
off  the  coasts  of  Central  America;  and  so,  indeed,  are  all  monsoons  produced. 


KOUTK   TO    CALIFOKNIA.  719 

'Why,  then,  not  have  a  monsoon  in  the  southeast  trades  of  tlie  Pacific,  since  South  America  ami  the 
pampas  of  Buenos  Ayrcs  are  to  windward  of  tlicm? 

In  the  first  place,  the  Andes  stand  up  as  a  screen  between  tlieni  and  those  plains;  and  in  the  next 
jjlace,  those  plains  are  neither  so  very  extensive  nor  so  arid  when  we  come  to  compare  them  with  the  vast 
deserts  of  Africa  and  Asia. 

But,  nevertheless,  in  order  to  keep  away  from  tlie  huul,  and  clear  of  its  influence,  though  feeble  upon 
the  winds  of  the  south  Pacific,  navigators  sliould,  when  winds  arc  fair  and  opportunities  favorable,  endeavor 
to  make,  while  they  are  well  to  the  south,  westing  enough  to  keep  clear  even  of  the  slight  influence 
that  the  land  in  South  America  exerts  upon  tlie  winds  along  its  west  coast. 

Therefore,  after  you  have  doubled  Cape  Horn,  and  gained  an  offing  from  the  land,  there  is  no  necessity 
for  running  a  thousand  miles  or  more  olV  from  the  South  American  coast,  as  from  the  coasts  of  Central 
America  you  have  to  do,  in  order  to  get  better  winds.  The  chief  advantage  of  making,  while  south  of  the 
jiarallel  of  3.3°  or  40°  S.,  the  meridian  near  which  you  intend  to  cross  the  equator,  is,- that  there  the  degrees 
of  longitude  are  short,  and  therefore  easy  to  run  down ;  and  that  when  you  have  made  your  westing  down 
there,  you  can  spread  the  more  canvas  when  you  get  the  S.  E.  trades,  which  you  will  then  have  on  the 
quarter.  If  you  put  off  making  westing  until  you  get  these  winds,  you  will  then  have  to  stand  away  to 
the  northward  and  westward  through  them,  which  course  will  bring  them  aft,  and  therefore  make  them  less 
favorable. 

The  Flying  Cloud's  track  beautifully  illustrates  this  view.  On  her  celebrated  passage,  she  passed  along 
the  west  of  South  America,  in  the  southern  winter  time,  when  the  influence  of  the  land  there,  upon  the 
winds  is  the  least.  She  crossed  the  line  in  August,  in  l'2-±°,  far  beyond  the  influence  of  the  disturbing 
agents  in  North  America. 

This  passage,  however,  of  the  Flying  Cloud  should  be  alluded  to,  not  as  a  rule,  but  rather  as  an  excep- 
tion. Nevertheless,  she  does  not  so  out-top  all  hope  of  reasonable  expectations,  that  other  ships  may  not 
strive  to  surpass  her.    I'or,  though  she  has  set  a  good  example,  that  example  will  j^et  be  more  than  followed. 

I  pronounced  her  passage  at  the  time  to  be  one  of  the  most  remarkable  that  had  ever  been  made 
under  canvas  in  any  quarter  of  the  world.  Other  ships  have  since  astonished  the  world  by  their  per- 
formances. But  the  Flying  Cloud's  to  California  is  still  the  shortest,  and  is  therefore  reinarkahle.  Much 
greater  distances  have  since  been  accomplished  in  less  time.  Claims  have  also  been  set  up  to  greater 
speed  than  hers  in  twenty-four  hours ;  but  those  claims  have  not  been  accompanied  by  details  sufficient  to 
justify  me  in  any  decision  under  which  the  palm  which  she  has  so  gallantly  won  and  so  proudly  worn,  may 
be  borne  off  by  another  as  yet. 

She  passed  inside  of  the  Falkland  Islands  on  the  20th  of  July,  and  on  the  2-4th,  was  around  the  cape, 
having,  in  the  meanwhile,  rode  out  a  furious  gale  that  lasted  two  days. 

In  lat.  37°  S.,  July  31,  she  took  the  wind  from  the  southward  and  eastward,  and  so  carried  it  to  lat. 
12°  N.  in  127°  W.;  having  crossed  the  line  in  the  Pacific,  August  12,  in  124:°  AV. 

She  was  a  day  in  the  doldrums,  between  these  two  systems  of  trade-winds.     Finally,  she  took  the 


720  THE  WIND  AND  CUEBENT  CHARTS. 

N.  E.  trades  about  the  parallel  of  14°  N.  in  127°  W.  They  held  on  to  the  north  of  N.  E.,  having  forced  her 
on  the  24th  as  far  as  142°,  on  the  parallel  of  35°  N.;  from  which  point,  after  fighting  for  5  days  with  the 
wind  from  the  northward  and  eastward,  right  in  her  teeth,  she  had  two  days  of  N.  W.  winds,  which  she  got 
as  she  neared  the  shore,  and  so  ran  into  the  harbor  of  San  Francisco  at  daylight  of  Sept.  1. 

For  26  days  consecutively,  this  ship  averaged,  according  to  her  abstract  log,  two  hundred  and  twenty- 
seven  two  fifth  nautical  miles  a  day ;  her  least  performance  for  any  one  of  these  days  being  93  miles,  and 
her  greatest  THREE  hundred  and  seventy-four  ;  374  nautical  miles  are  equal  to  433^  English  or  statute 
miles ;  which  gives  the  extraordinary  feat  of  a  vessel,  under  canvas,  having  averaged  for  24  consecutive 
hours  the  enormous  rate  of  15  (\;  knots,  or  cigliteen  statute  miles  per  hour. 

It  appears  from  the  summing  up,  that  the  average  passage  to  California  for  all  classes  of  ships  that 
use  the  Charts,  is,  the  year  round,  136  days.  When  these  investigations  commenced,  the  average  passage 
the  year  round,  of  all  classes  of  ships  from  the  Atlantic  ports  of  the  United  States  to  California,  was  180 
days. 

For  that  pai't  of  the  route  between  New  York  and  the  line  in  the  Atlantic,  the  average  time  saved  is 
ten  days  to  each  ship :  for  the  average  passage  to  the  equator  in  the  Atlantic,  was  by  the  old  route,  41 
days;  it  is  now  by  the  new,  31. 

The  following  table  may  be  interesting.  It  gives  the  crossing-places  of  the  line  in  the  Pacific,  and  the 
time  from  the  United  States,  with  the  names  of  many  of  the  vessels  by  which  the  shortest  passage  in  each 
month  was  made. 


ROUTE   TO   CALIFORNIA. 


721 


Name  of  Shij)  and  Place  of  crossing  the  Equator  in  the  Pacific,  on 

the  Shortest  Passages  for  each  Month. 

NAMK  OP  VESSEI,. 

To  line  in 

Place  of  crossing. 

Line  to  Cali- 

Total from  U.  S. 

Crossed  the  line  in 

racific. 

fornia. 

to  California. 

the  month  of 

Davs. 

Days. 

Days. 

Flying  Fish 

74 

112°  00' W. 

18 

92 

January. 

John  Gilpin 

78 

IIG    00 

16 

94 

ii 

Flyin":  Fisli 

77 

120    00 

23 

100 

II 

Swordlish 

71 

110    00 

20 

91 

11 

(Vleslial 

84 

113     00 

23 

107 

II 

Wild  Pigeon 

•     88 

109     00 

17 

105 

11 

Golden  Gate 

90 

106     00 

23 

113 

II 

AVcstward  IIo 

89 

122     00 

18 

107 

It 

Contest 

84 

111     00 

16 

100 

February. 

Trade  Wind 

85 

112     00 

16 

101 

II 

Seaman 

89 

118     00 

18 

107 

II 

Ilax.ard 

107 

109     00 

24 

133 

II 

Helena 

113 

88 

110  00 

111  00 

18 
19 

131 
107 

II 

Bald  Eagle 

March. 

Storm 

87 
91 

110    00 
117     00 

23 
22 

110 
113 

11 

II 

Surprise 

80 

110     00 

17 

97 

II 

103 

110    00 

18 

121 

II 

Tornado     

79 

118     00 

22 

101 

April. 

92 
90 

115     00 
113     00 

21 
14 

113 
104 

II 

riiautom 

II 

98 

110     00 

22 

120 

II 

Samuel  Kussell 

90 

118     00 

20 

110 

11 

Enssell  Glover 

115 

113     00 

21 

136 

II 

Swordfish        

84 

114     00 

24 

108 

May. 

93 

114     00 

21 

114 

11 

Stag  Hound 

90 

96    00 

34 

124 

II 

84 

107     00 

44 

128 

II 

Stag  Hound 

95 

116     00 

26 

121 

June. 

Surprise 

87 

111     00 

30 

117 

11 

Competitor 

89 

114    00 

25 

114 

II 

89 

115     00 

32 

121 

Seaman's  Bride 

92 

115     00 

29 

121 

II 

88 

101     00 

25 

113 

11 

Governor  Morton 

91 

102     00 

32 

123 

II 

87 

113     00 

20 

107 

July. 

John  Land      

94 

115     00 

31 

125 

II 

83 

108     00 

18 

101 

II 

Coliota 

103 

97 

110     00 
102     00 

23 
35 

126 

132 

II 

Empire 

i: 

Thomas  B.  Wales 

100 

103     00 

33 

133 

71 

124     00 

19 

90 

August. 

N.  B.  Palmer 

88 

114     00 

19 

107 

II 

Union 

91 

101 

101     00 
114     00 

28 
24 

119 
125 

II 

N.  B.  Palmer 

September. 

90 

114     00 

25 

115 

II 

Templeton 

123 

112     00 

27 

150 

II 

103 

25 

128 

October. 

Sovereign  of  the  Seas 

83 

120     00 

20 

103 

It 

85 

112     00 

20 

105 

II 

Celestial 

83 

115     00 

21 

104 

II 

Typhoon    

87 

115     00 

19 

106 

II 

Sea  Witch 

91 

114     00 

17 

108 

November. 

Winged  Arrow 

95 

115     00 

22 

117 

II 

Raven    

93 

105     00 

29 

122 

II 

John  Wade 

94 

111     00 

23 

117 

December. 

Comet 

88 

117     00 

16 

104 

II 

White  Squall 

From  Rio 

124     00 

14 

II 

91 


722  TliK   WIND   AND   CUKRENT   CHARTS. 

In  urging  upon  California-bound  vessels  the  importance  of  making  westing  about  tbe  parallel  of  50° 
S.,  I  do  not  mean  that  tliey  should  expose  themselves  to  heavy  weather,  or  contend  against  adverse  cir- 
cumstances, in  order  to  get  west  on  this  part  of  the  route ;  I  simply  mean  that,  if  a  vessel,  after  doubling  the 
cape,  can  steer  a  W.  N.  W.  course  as  well  as  a  N.  W. ;  or  a  N.  W.  as  well  as  a  N.  N.  W. ;  or  a  N.  N.  W. 
as  well  as  a  N.  course,  that  she  should  on  all  such  occasions  give  preference  to  the  course  that  has  most 
westing  iu  it,  provided  she  do  not  cross  50°  S.  to  the  westward  of  100°  or  thereabouts ;  nor  80°  S.  to  the 
westward  of  120°  ;  nor  enter  the  S.  E.  trade-wind  region  to  the  west  of  the  last-named  meridian.  This  is 
the  western  route.  It  is  so  called  because  it  requires  you  to  keep  as  far  west  within  certain  limits  as  well 
you  may  without  running  broad  off  to  make  westing,  or  without  fighting  with  head  winds,  or  baffling  winds, 
or  calms,  to  get  west.  .     .     ,  .     . 

The  western  route  from  Cape  Horn  to  California  is  to  be  preferred  by  all  vessels  that  double  the  Horn 
from  May  till  October  inclusive.  This  route  lies  well  out  from  the  land;  so  that  the  influence  of  the  land 
upon  the  winds  will  not  be  as  marked  as  it  is  at  the  same  season  along  the  eastern  or  usual  route. 

The  farther  from  the  laud,  the  more  regular  and  steady  the  wind,  may  be  safely  taken  as  a  general  rule. 
There  is  much  more  land  in  the  northern  than  in  the  southern  hemisphere ;  and  the  action  of  the  sun's 
rays  in  our  summer  time  upon  this  excess  of  the  land,  very  materially  interferes,  as  my  researches  abund- 
antly prove,  with  the  regular  course  of  the  N.  E.  trades. 

Where  is  there  such  a  thing  known  as  a  regular  monsoon  in  the  southern  hemisphere?  The  monsoons 
of  India  and  the  China  seas  are  due  this  excess  of  land  in  our  hemisphere.  So  are  the  African  monsoons 
of  the  Atlantic,  the  monsoons  of  the  Pacific,  and  those  of  the  Gulf  of  Mexico.  They  are  all  produced  by 
the  action  of  the  rays  of  the  sun  upon  extensive  deserts,  or  wide  and  arid  plains  in  the  northern  hemisphere. 
There  may  be  a  monsoon  about  New  Holland,  but  we  are  speaking  of  wdiat  we  know  certainly  to  be  the  case. 
In  the  interior  of  North  America,  between  the  parallels  of  30°  and  -±0°  N.,  thei'c  is  an  immense  region 
of  country  that  is  parched  with  drought  during  the  summer  and  fall;  the  influence  of  this  region  is,  as  I 
have  before  remarked,  felt  by  the  winds  of  the  Gulf  of  Mexico,  by  the  winds  of  the  intertropical  regions  of 
the  Pacific  beyond  Central  America,  and  by  the  winds  out  upon  the  high  seas,  off  the  coast  of  California 
and  Oregon  ; — these  winds,  for  many  miles  out  to  sea,  feel  that  influence,  obey  it,  and  assume  the  character 
more  or  less  of  mon.soons  during  our  summer  and  fell. 

In  the  discovery  of  this  fact  we  have  the  key  to  the  California  route,  from  the  equator  up. 
A  vessel  that  crosses  the  equator  in  August  or  September,  as  far  as  120°  or  125°  W.,  is  some  1,500 
miles  from  the  Continent,  and  about  2,500  miles  from  the  centre  of  this  disturbing  agent.  Being  bound  from 
the  crossing  to  California,  she  has  the  belt  of  N.  E.  trades  to  cross.  These  winds  blow  with  much  more  reg- 
ularity to  the  west  of  120°  than  they  do  at  this  season  in  with  the  coast.  Having,  therefore,  to  cross  them, 
the  vessel  is  enabloi.l  to  do  it  by  a  course  on  the  average,  between  N.  N.  W.  and  N.  W.  This  course  brings 
her  out  of  them  as  far  west,  it  may  be,  as  145°,  about  the  latitude  of  San  Francisco.  But  this  is  the  season 
when  N.  W.  and  wcstci'ly  winds  most  prevail  in  this  part  of  the  ocean  also. 

On  account  of  the  atmospherical  disturbance  situated  in  the  interior  of  North  America,  as  before 
explained,  and  in  the  latitude  of  San  Francisco,  or  as  high  up  as  40°  (for  that  will  be  found  occasionally  not 


KOUTE   TO    CALIFOKNIA. 


723 


too  far  for  a  vessel  on  tlie  western  route  to  go),  tlie  degrees  of  longitude  are  not  long,  and  witU  fair  winds 
it  will  not  take  many  days  for  her,  when  near  the  parallel  of  40°,  to  run  down  10"  or  15°  of  longitude. 

According  to  all  these  California  passages,  and  the  results  wliii'h  tlicy  show,  it  api)ears  that  it  is 
possible  for  a  vessel  under  canvas  to  make  the  run  from  New  York  to  San  Francisco  in  eighty  five  days. 
And  it  does  not  appear  that  there  has  ever  been  a  combination  of  circumstances  and  a  succession  of  winds 
which  would  have  nuule  it  possible  for  any  vessel  to  have  done  this  more  tlian  once  or  twice  in  the  last 
tliroe  years.  If  the  Flying  Cloud  or  tlu;  Swordfisii,  after  crossing  the  line  in  the  Pacific,  had  met  with 
the  winds  which  the  White  Sijuall  had  ilicncc  to  Sau  l''raneisco,  she  would  have  made  the  run  in  eighty- 
five  days.  Eighty-five  days  may  be  regarded,  therefore,  as  the  shortest  combined  passage,  and  as  the 
minimum  limit  of  possible  passages  from  any  one  of  the  Atlantic  ports  of  the  L'nited  States.  It  is  there- 
fore, we  may  infer,  within  the  range  of  pro))al)ility  tliat  the  i)assage  by  ships,  at  tlicir  present  rate  of  speed, 
may  be  made  in  eighty-five  days  from  the  Eastern  States  to  California;  but  it  is  sc'arcely  |u-obal)le,  for  it  is 
barely  within  the  range  of  possibility,  that  it  will  ever  be  made  in  less  time. 

The  Farallones,  seven  small  islands  about  thirty  miles  from  San  Francisco,  are  in  the  foir  way  to  the 
harbor.  They  afford  a  fine  landmark,  and  should  be  made  by  all  inward-bound  vessels.  The  course  froni 
the  South  Farallone  to  the  mouth  of  the  harbor  is  about  N.  73°  E.,  irue,  distance  27  miles;  or  by  compass 
N.  E.  by  E.  ^  E.    "  The  fort  on  the  south  point  of  the  Island  of  Aleatraces,"  is  said  to  be  the  best  course  in.* 

Vessels  upon  approaching  The  Heads  of  San  Francisco,  especially  in  the  winter  months,  are  liable 
to  be  beset  by  fogs.  I  have  reports  of  some  vessels  that  have  had  fine  runs  all  the  way  from  the  United 
States;  and  yet,  when  they  got  almost  in  sight  of  the  port,  have  been  enveloped  with  and  delayed  by 
fogs  for  many  days. 

The  positions  of  the  following-named  points  or  places  along  the  coast  of  California  have  been  deter- 
mined bv  the  Coast  Survey.  They  differ  somewhat  from  the  Wind  and  Current  Charta ;  I  therefore  quote 
them  in  this  place  : — 

San  Cleraente  (S.  E.  end  of  Island  of  San  Clemente) 

San  Nicholas  (S.  E.  end  of  Island  of  San  Nicholas) 

San  Luis  Obispo  (Bay  of  San  Luis  Obispo)    . 

San  Simeon  (Bay  of  San  Simeon)  .... 

•j-Point  Pinos  (Bay  of  Monterey)     .... 

Prisoner's  Harbor  (Island  of  San  Miguel) 

Cuyler's  Harbor  (Island  of  San  Miguel)  . 


33°  00'  00"  N.,  118°  3-1'  00"  "W. 
33°  14'  12"  N.,  110°  2')'  00"  W. 
35°  10'  37"  N.,  120°  43'  31"  W. 
35°  38'  24"  K,  121°  10'  22"  W. 
36°  37'  59"  N.,  122°  00'  10"  W. 
34°  01'  10"  N.,  110°  40'  00"  W. 
34°  00'  00"  N.,  120°  20'  27"  W. 


*  See  Sliding  Directions  by  Captain  Caihviilladcr  lUiigKciUl,  U.  S.  N.,  18.")I. 

t  The  only  place  named  on  the  Charts.  Tlie  others  are  small  towns  and  harbors,  the  names  of  which  .ire  not  on  the  Wind  and 
Current  Charts,  though  the  places  for  them  are. 

The  object  of  these  Charts  should  not  be  forgotten  by  navigators.  They  are  intended  to  illustrate  the  winds  and  currents  ;  to  show 
the  tracks  of  vessels  at  sea,  and  to  serve  the  practical  purposes  of  the  navigator  until  he  reaches  the  lau.l,  when  it  is  presumed  he  will 
be  guided  by  Pilot's  or  local  Charts,  and  not  by  the  Track  Charts  for  running  into  port. 


72-i  THE  WIND  AND  CURRENT  CHARTS. 

THE  ROUTE  TO  CALIFORNIA  REVIEWED. 

The  passages  to  California  aftbrd  many  cases  of  beautiful  navigation.  The  abstract  logs  which  some 
of  the  ships  in  that  trade  return  to  this  office,  are  studies.  An  examination  of  them  often  reveals  instances 
of  the  most  consummate  seamanship,  faultless  management,  and  skilful  navigation.  These  are,  however, 
traits  not  peculiar  to  California  traders  alone ;  for  many  who  are  co-operating  with  me  in  this  system  of 
research,  not  only  return  welbkept  abstracts  of  most  beautiful  observations  from  other  parts  of  the  ocean, 
but  they  bring  to  bear  a  degree  of  intelligence  that  is  most  charming. 

But  the  California  passage  is  the  longest  and  most  tedious  within  the  domains  of  commerce;  many  are 
the  vicissitudes  which  attend  it.  It  tries  the  patience  of  the  navigator,  and  taxes  his  energies  to  the  very 
iitmost ;  therefore,  I  address  the  above  remark  in  particular  to  abstract  logs  from  the  California  route. 

It  is  a  great  race-course,  upon  which  some  of  the  most  beautiful  trials  of  speed  the  world  ever  saw 
have  come  off.  Last  summer,  there  was  the  race  between  the  Flying  Cloud  and  the  Hornet.  For  three 
months  and  more,  through  fair  winds  and  foul,  iu  the  ctorm  and  m  the  calm,  these  ships  were  neck  and 
neck,  seldom  or  never  breaking  tie  throughout  the  entire  length  of  that  long  race-course. 

I  regret  that  the  ab.stract  log  of  the  Flying  Cloud,  which  Capt.  Creesy  was  under  pledge  to  keep  for 
this  office,  has  not  come  to  hand,  that  a  description  of  this  race  might  be  given.  It  would  no  doubt  serve 
to  put  some  ujion  their  mettle,  and  help  to  spur  up  others  who  are  about  to  flag.  Capt.  Creesy  returned 
his  abstract  as  far  as  the  equator  in  the  Atlantic;  since  that,  I  have  had  nothing  from  him. 

But  there  are  other  ships  also  that  have  run  over  this  course.  Among  these  are  the  Wild  Pigeon, 
Capt.  Putnam;  the  John  Gilpin,  Capt.  Doanc — alas!  now  no  more — the  Flying  Fish,  Capt. Nickels,  and  the 
Trade  AVind,  Capt.  Webber.  These  are  all  clipper  ships;  they  were  ably  commanded,  and  handled  by 
their  masters  most  beautifully.     It  was  a  sweepstakes ;  and  to  win,  both  speed  and  wind  were  essential. 

The  tracks  of  four  ships  are  capital  illustrations  of  what  sliipmasters  may  gain  by  recollecting  that 
the  information  which  the  Wind  and  Current  Charts  spread  before  them,  is  not  of  my  teaching,  or  that  of 
any  one  person ;  that  it  is  worth  more  than  the  experience  of  any  single  navigator,  for  it  is  the  experience 
of  thousands,  expressed  in  lessons  of  easy  comprehension. 

Moreover,  these  abstract  logs  furnish  accounts  of  a  race,  in  which  each  ship  being  put  upon  her  mettle, 
was  driven  at  her  topmo.st  speed,  the  one  almost  in  hail  of  the  other,  for  three  mouths,  over  a  course  of 
fifteen  thousand  miles  in  length. 

All  sailed  from  New  York  in  the  autumn  of  1852.  The  Wild  Pigeon,  October  12  ;  the  John  Gilpin, 
October  29;  the  Flying  Fish,  November  1;  and  the  Trade  Wind,  November  14.  It  was  the  season  for 
the  best  passages.  Each  one  was  provided  with  the  Wind  and  Current  Charts.  Each  one  had  evidently 
studied  them  attentively ;  and  each  one  was  resolved  to  make  the  most  of  them,  and  do  his  best.  All  ran 
against  time;  but  the  John  Gilpin  and  the  Flying  Fish  for  the  whole  course,  and  the  Wild  Pigeon  for  part 
of  it,  ran  neck  and  neck,  the  one  against  the  other,  and  each  against  all.  It  was  a  sweepstake  with  these 
ships,  around  Cape  TForn  and  through  hoi\i  hemispheres. 


TUE   ROUTE   TO   CALIFORNIA   REVIEWED.  725 

Wild  Pigeon  led  the  other  two  out  of  New  York,  the  one  by  seventeen,  the  other  by  twenty  days. 
But  luck  and  chances  of  the  winds  seem  to  have  been  against  her  from  the  start.  As  soon  as  she  had 
taken  her  departure,  she  fell  into  a  streak  of  balUiug  winds,  and  then  into  a  gale,  which  she  fought  against 
and  contended  with  for  a  week,  making  but  little  progress  the  while;  she  then  had  a  time  of  it  in  crossing 
the  horse  latitudes.  After  having  been  nineteen  days  out,  she  had  logged  no  less  than  thirteen  of  them 
as  days  of  calms  and  baflling  winds;  these  had  brought  her  no  farther  on  her  way  than  the  parallel  of  26° 
N.  in  the  Atlantic.  Thence  she  had  a  fine  run  to  the  line,  crossing  it  between  33°  and  8-i°  W.;  the  thirty- 
second  day  out.  She  was  unavoidably  foreixl  to  cross  it  so  far  west ;  for  only  two  days  before,  she  crossed 
5°  N.,  in  30° — an  excellent  position. 

In  proof  that  the  Pigeon  had  accomplished  all  that  skill  could  do  and  the  chances  against  her  would 
permit,  we  have  the  testimony  of  the  barque  Hazai'd,  Capt.  Pollard.  This  vessel  being  bound  to  Rio  at 
the  same  time,  followed  close  after  the  Pigeon.  The  Hazard  is  an  old  hand  with  the  Charts ;  she  had 
already  made  six  voyages  to  llio,  with  them  for  her  guide.  This  was  the  longest  of  the  six,  the  mean  of 
which  was  twenty -six  and  a  half  days.  She  crossed  the  line  this  time  in  84°  30',  also  by  compulsion, 
having  crossed  5°  N.  in  31°.  But,  the  fourth  day  after  crossing  the  equator,  she  was  clear  of  Cape 
St.  Roque,  while  the  Pigeon  cleared  it  in  three  days. 

So  far,  therefore,  chances  had  turned  up  against  the  Pigeon,  in  spite  of  the  skill  displayed  by  Putnam 
as  a  navigator,  for  the  Gilpin  and  the  Fish  came  booming  along,  not  under  better  management — but  it  was 
as  good — with  a  better  run  of  luck  and  fairer  courses  before  them.  In  this  stretch  they  gained  upon  her; 
the  Gilpin  seven  and  the  Fish  ten  days;  so  that  now  the  abstract  logs  show  the  Pigeon  to  be  but  ten 
days  ahead. 

Evidently,  the  Fish  was  most  confident  that  she  had  the  heels  of  her  competitors ;  she  felt  her  strength, 
and  rejoiced  in  it;  she  was  most  anxious  for  a  quick  run,  and  eager  withal  for  a  trial.  She  dashed  down 
southwardly  from  Sandy  Hook,  looking  occasionally  at  the  Charts;  but,  feeling  proud  in  her  sweep  of 
wing,  and  trusting  confidently  in  the  judgment  of  her  master,  she  ke})t  on  the  average  two  hundred  miles 
to  leeward  of  the  right  track.  Rejoicing  in  her  many  noble  and  fine  qualities,  she  crowded  on  her  canvas 
to  its  utmost  stretch,  trusting  quite  as  much  to  her  heels  as  to  the  Charts,  and  performed  the  extraordinary 
feat  of  crossing,  the  sixteenth  day  out  from  New  York,  the  parallel  of  5°  N. 

The  next  day  she  was  well  south  of  4°  N.,  and  in  the  doldrums,  long.  31°  W. 

Now  her  heels  became  paralyzed,  for  fortune  seems  to  have  deserted  her  awhile ;  at  least  her  master, 
as  the  winds  foiled  him,  feared  so;  they  gave  him  his  motive  power;  they  were  fickle,  aud  he  was  help- 
lessly baffled  by  them.  The  bugbear  of  a  northwest  current  off  Cape  St.  Roque  began  to  loom  up  in  his 
imagination,  and  to  look  alarming;  then  the  dread  of  falling  to  leeward  came  ujion  him;  chances  and  luck 
seemed  to  conspire  against  him,  and  the  mere  possibility  of  finding  his  fine  ship  back-strapped,  filled  the 
mind  of  Nickels  with  evil  forebodings,  and  shook  his  faith  in  his  guide.  He  doubted  the  Charts,  and  com- 
mitted the  mistake  of  the  passage. 


726  THE  WIND  AND  CURRENT  CHARTS. 

The  Sailfiifj  Directions  had  cautioned  the  navigator,  again  and  again,  not  to  attempt  to  fan  along  to  the 
eastward  in  the  equatorial  doldrums:  for,  by  so  doing,  he  would  himself  engage  in  a  fruitless  strife  with 
baffling  airs,  sometimes  reinforced  in  their  weakness  by  westerly  currents.  But  the  winds  had  failed,  and 
so  too  the  smart  captain  of  the  Flying  Fish  evidently  thought  had  the  Sailing  Directions. 

If  there  be  a  breeze,  and  if  it  be  fair  for  making  easting  in  the  doldrums,  and  if  the  navigator  be  too 
far  west,  of  course  he  should  then  make  easting.  But  if  the  airs  be  light  and  baffling,  the  vessel  will  only 
continue  the  longer  in  the  doldrums  by  steering  east  or  west,  for  then  she  runs  along  with  the  calm  belt. 
But  by  steering  north  or  south,  she  goes  straight  across  it,  and  in  the  least  time  possible. 

After  passing  it,  and  getting  with  a  rising  bai'ometer  the  S.  E.  trades,  and  finding  them,  as  is  often  the 
case,  at  S.  S.  E.,  then  the  navigator,  having  a  breeze,  can  make  easting.  At  any  rate,  it  is  better  to  attempt 
to  make  easting  by  beating  against  the  S.  E.  trades,  than  by  fanning  along  with  light  airs  and  calms,  in  the 
doklrums.  Therefore,  the  Sailinr/  Directions  advise  the  navigator,  in  all  such  cases,  to  dash  right  across 
this  calm  streak,  stand  boldly  on,  take  advantage  of  slants  in  the  wind,  and,  Ijy  this  device,  make  easting 
enough  to  clear  the  land.  So,  forgetting  that  the  Charts  are  founded  on  the  experience  of  great  numbers 
who  had  gone  before  him.  Nickels  being  tempted,  turned  a  deaf  ear  to  the  caution,  and  flung  away  three 
whole  days  and  more,  of  most  precious  time,  dallying  in  the  doldrums. 

He  spent  four  days  about  the  parallel  of  3°  N.,  and  his  ship  left  the  doldrums,  after  this  waste  of  time, 
nearly  upon  the  same  meridian  at  which  she  entered  them. 

She  was  still  in  3-4°,  the  current  keeping  her  back,  just  as  fast  as  she  could  fan  east.  After  so  great 
a  loss,  her  very  clever  master,  douljting  his  own  judgment,  became  sensible  of  bis  error.  Leaving  the 
spellbound  calms  behind  him,  where  he  had  undergone  such  great  trials,  he  wrote  in  his  log  as  follows:  "I 
now  regret,  that,  after  making  so  fine  a  run  to  5°  N.,  I  did  not  dash  on,  and  work  my  way  to  windward 
to  the  northward  of  St.  Eoque,  as  I  have  experienced  little  or  no  westerly  set  since  passing  the  equator, 
whilst  three  or  four  days  have  been  lost  in  working  to  the  eastward,  between  the  latitude  of  5°  and  3° 
N.  against  a  strong  westerly  set ;"  and  he  might  have  added,  "  with  little  or  no  wind." 

In  three  days  after  this,  he  was  clear  of  St.  Eoque.  Just  five  days  before  him,  the  Hazard  had 
passed  exactly  in  the  same  place,  and  gained  two  days  on  the  Fish,  by  cutting  straight  across  the  doldrums, 
as  the  Sailing  Directions  advised  him  to  do. 

The  Wild  Pigeon,  crossing  the  equator  also  in  33°,  had  passed  along  there  ten  days  before,  as  did 
also  the  Trade  Wind,  twelve  days  after.  The  latter  crossed  the  line  also  to  the  west  of  3-i°,  and  in  four 
days  after,  had  cleared  St.  Roque,  which  certainly  is  a  great  deal  better  than  stopping  in  the  doldrums 
to  fight  with  bafllling  airs. 

But,  notwithstanding  this  loss  of  three  days  by  the  Fish,  who  so  deeply  regretted  the  mistake,  and 
who  afterwards  so  handsomely  retrieved  herself,  she  found  herself,  on  the  24tli  of  November,  alongside  of 
tlie  Gilpin,  her  competitor.  They  were  then  botli  upon  the  parallel  of  5°  south,  the  Gilpin  being  37 
miles  to  the  eastward,  and  of  course  in  a  better  position,  for  the  Fisli  had  yet  to  take  advantage  of  slants, 
and  stand  off  shore  to  clear  the  land. 


THE    ROUTK   TO    CALITOHNIA   KEVIEWED.  727 

The  Charts  showed  the  Gilpin  now  to  be  in  the  best  position,  and  the  subsequent  events  proved  the 
Charts  to  be  right,  for  thence  to  53°  S.,  the  Gilpin  gained  on  the  Pigeon  two  days,  and  the  Pigeon  on  the 
Fish  one. 

Both  tlie  Pigeon  and  the  Fisli  dashed  through  the  Straits  of  Le  Maire ;  the  Gili>in  going  around. 
For  the  benefit  of  those  who  follow  in  this  route,  I  quote  the  Le  Maire  passages  of  both : — 

From  the  Wild  Pigeon''s  Log.—''  Straits  of  Le  Maire,  Dec.  12,  1852.  Lat.  54°  48'  S. ;  long.  64°  45'  W. 
Barometer,  28.90;  temperature  of  air,  45°;  of  water,  at  surface,  42°.  Winds:  fir.st  part,  W.  S.  W.;  mid- 
dle part,  N.  W. ;  last  part,  calm.  It  was  now  near  noon,  and  we  wore  becalmed,  and  had  some  difficulty 
in  keeping  clear  of  the  Realm  ;  the  tide  was  now  setting  strong  to  the  S.  W.  I  did  not  expect  this,  for  I 
had  an  impression  that  it  always  set  through  to  the  north wai'd.  I  have  now  no  doubt  of  their  being 
regular  tides  through  these  straits,  and  no  one  should  despair  of  a  passage  through.  The  tide  rips,  races, 
and  whirlpools,  are  uglydooking  customers — quite  equal  to  those  of  the  Pentland  Frith,  in  Scotland. 
These  straits  should  be  surveyed  by  one  of  our  Government  vessels;  for  I  have  no  doubt,  if  the  shores 
were  well  known,  and  by  keeping  close  in,  an  eddy  woidd  be  found  that  would  help  a  vessel  through, 
even  with  the  tide  against  her,  in  the  middle  of  the  straits.  On  entering  these  straits,  I  should  keep  well 
over  towards  the  western  shore,  the  wind  being  off,  that  is  to  say,  from  the  westward.  The  Eealm  being 
six  miles  astern  when  the  wind  hauled  to  S.  W.,  could  not  keep  so  far  to  windward ;  the  tide  was  now 
strong  against  us,  but  was  with  the  Realm,  for  she  passed  us  rapidly  about  three  miles  to  the  leeward, 
and  went  ahead  of  us  four  miles;  between  the  two  ships,  there  was  a  race  or  tide  rip  that  fairly  roared 
and  extended  north  and  south  as  far  as  the  eye  could  reach ;  it  had  the  appearance  of  a  strong  tide  over 
rocks.  Seeing  the  Realm  had  a  ftiir  tide,  and  we  a  head  one,  I  bore  up  and  crossed  the  race  to  the  lee- 
ward ;  in  crossing  it  we  were  shaken  violently,  and  whirled  around  in  spite  of  helm  and  sails  by  rapid 
whirlpools.  However,  we  had  no  sooner  crossed  the  race  than  we  had  a  change  in  the  tide,  and  we  were 
soon  up  with  the  Realm. 

December  13,  at  noon.  Lat.  56°  27'  S. ;  long.  65°  45'  W.  Current,  easterly,  one  mile  per  hour.  Baro- 
meter, 28.60;  temperature  of  air,  42°;  of  water,  at  surface,  41°.  Winds:  during  first  part,  N.;  middle 
jiart,  N.  W.;  latter  part,  N.  W.  Light  winds,  and  very  squally,  bad-looking  weather.  At  10  P.  M.  had 
a  white  squall ;  shortened  sail ;  was  obliged  to  keep  before  the  wind  to  save  our  sails,  being  caught  with 
royal  and  studding-sails  out ;  lost  no  spars,  but  had  some  sails  blown  to  pieces.  This  is  the  first  white 
squall  I  ever  saw  and  felt,  and  I  have  been  to  sea  for  thirty  years  and  upwards. 

December  14,  at  noon.  Lat.  56°  28'  S. ;  long.  66°  44'  W.  Barometer,  28.40 ;  temjDerature  of  air,  39° ; 
of  water,  at  surface,  41°.  Winds:  during  first  part,  N.  W.,  variable;  middle  part,  S.  S.  E.;  latter  juirt, 
S.  W. ;  moderate  and  doubtful-looking  weather.  At  5  P.  M.  had  a  heavy  squall  from  the  westward,  with 
snow  and  hail.  Middle  part,  a  gale  from  the  south,  and  a  large  sea  making ;  ship  under  snug  sail.  At 
4  A.  M.  thick  rains  and  stormy ;  made  Cape  Horn  under  our  lee,  having  been  set  in  by  the  tide  at  the  rate 


728  THE  WIND  AND  CURRENT  CHARTS. 

of  one  and  a  quarter  mile  per  hour.     Ends  witli  a  bad  gale  from  the  S.  W.,  and  a  heavy  rolling  sea;  ship 
vmder  close  reefs. 

December  15,  at  noon.  Lat.  56°  52'  S. ;  long.  60°  52'  W.  Current,  per  hour,  one  and  a  half  mile, 
easterly.  Barometer,  28.80;  temperature  of  air,  38°;  of  water,  at  surface,  40°.  Winds:  first  part,  S.  "W.; 
middle  part,  S.  S.  W. ;  latter  part,  S.  E. ;  first  part,  hard  gale  from  the  S.  W. ;  second  part,  blowing  in 
furious  gusts ;  third  part,  moderating  fast,  all  sail  set  at  noon." 

From  the  Log  of  the  Flijing  Fish.—"  December  20, 1852.  Lat.  54°  56'  S.;  long.  65°  7'  AV.  Barometer, 
29.50;  temperature  of  air,  at  9  A.  M.  47°;  of  water,  46°.  AVinds:  first  part,  S.  AV. ;  middle  part,  S.  S. 
AV.  to  AV. ;  last  part,  westerly.  ,   ■    ■ 

First  part,  fresh  winds  and  clear  weather ;  middle  part,  wind  increasing  and  thickening  up  in  the 
westward;  last  part,  wind  died  away ;  cloudy  weather;  wind  hauled  to  westward ;  gentle  breezes;  made  the 
land  ;  entrance  of  Straits  of  Le  Maire. 

December  21.     Lat.  55°  10'  S. ;  long. .      Barometer, ;  temperature  of  air,  at  9  A.  M.,  52°  ; 

of  water,  45°.     AA'iuds:  first  part,  southward  ;  middle  part,  easterly  ;  last  part,  northerly. 

At  4  P.  ]\L  wind  hauled  to  eastward  and  freshened ;  at  5  P.  M.  tacked  ship  off  Cape  Diego  to  the 
N.  E.;  at  6  P.M.  tacked  ship  to  southward  and  stood  in  through  Straits  of  Le  Maire  ;  strong  flood  against 
us  until  midnight.  Middle  part,  wind  died  away  to  a  flat  calm ;  latter  part,  light  southerly  airs  and  baf- 
fling. In  the  straits,  passed  a  brig  showing  Danish  colors.  A  fore-and-aft  schooner  and  a  brig  in  sight. 
AVest  end  of  Stateu  Land  bearing  N.  by  AV.  true,  distant  28  miles. 

December  22.     Lat.  56°  6'  S. ;  long. .     Barometer, ;  temperature  of  air,  — ;  of  water,  — . 

AVinds :  first  part,  N".  AV.  to  N.  E. ;  middle  part,  N.  E. ;  last  part,  N.  E. 

First  part,  light  baflling  winds,  and  hazy  weather;  middle  part,  freshened  from  N. E.  with  fog;  last 
part,  ditto.     Meridian,  passed  Cape  Horn  bearing  N.  half  E. ;  distance  7  miles." 

By  dashing  through  the  straits,  the  Fish  gained  three  days  on  the  Gilpin ;  but  here,  fortune  again 
deserted  the  Pigeon,  or  rather  the  winds  turned  against  her ;  for  as  she  appeared  upon  the  parallel  of  Cape 
Horn,  and  was  about  to  double  round,  a  westerly  gale  struck  her  and  kept  her  at  bay  for  ten  days,  making 
little  or  no  way,  except  alternately  fighting  in  a  calm  or  buffeting  with  a  gale,  while  her  pursuers  were 
coming  up  "hand  over  fist"  with  fine  winds  and  flowing  sheets. 

They  finally  overtook  her,  bringing  along  with  thenr  propitious  gales,  when  all  three  swept  past  the 
cape  and  crossed  the  parallel  of  51°  S.,  on  the  other  side  of  the  Horn  ;  the  Fish  and  the  Pigeon  one  day 
each  ahead  of  the  Gilpin. 

The  Pigeon  was  now,  according  to  the  Charts,  in  the  best  position,  for  she  was  in  85°  AA''. ;  the  Gilpin 
next,  in  84°;  and  the  Fish  last,  in  79° ;  but  all  were  doing  well. 

From  this  parallel  to  the  S.  E.  trades  of  the  Pacific,  the  prevailing  winds  are  from  the  N.  AV.     The 


THK   CALIKOKNIA    HOUTK   UEVJIOWKI).  729 

position  of  tlie  Fish,  therefore,  did  not  seem  as  good  as  tlic  otliers,  because  she  did  not  have  the  sea  room, 
in  case  of  an  obstinate  N.  W.  gale. 

But  tlio  winds  favored  her.  On  the  oCth  December  the  three  ships  crossed  the  parallel  of  o5°  S.,  the 
Fish  recognizing  the  Pigeon ;  the  Pigeon  saw  only  a  "  clipper  ship,"  for  she  could  not  conceive  how  the 
ship  in  sight  could  possibly  be  the  Fl3'ing  Fish,  as  that  vessel  was  not  to  leave  New  York  for  some  three 
weeks  after  she  did;  the  Gilpin  was  only  30  or  40  miles  off  at  the  same  time. 

The  race  was  now  wing  and  wing,  and  had  become  exciting.  With  fair  whids  and  an  o{)en  sea,  the 
competitors  had  now  a  clear  stretch  to  the  equator  of  two  thousand  five  hundred  miles  before  them. 

The  Flying  Fish  led  the  way,  the  Wild  Pigeon  pressing  her  hard,  and  both  dropjjiug  the  Gilj)in  (piite 
rapidly,  who  was  edging  off  to  the  westward. 

The  two  foremost  reached  the  equator  on  the  13th  January,  the  Fish  leading  just  2.")  miles  in  latitude, 
and  crossing  in  112°  17';*  the  Pigeon  40  miles  fiirther  to  the  east.  At  this  time  the  John  Gilpin  had 
di'opped  260  miles  astern ;  and  had  sagged  off  several  degrees  to  the  westward. 

Here  Putnam,  of  the  Pigeon,  again  displayed  his  tact  as  a  navigator,  and  again  the  fickle  winds  de- 
ceived him:  The  belt  of  N.  E.  trades  had  yet  to  be  passed;  it  was  winter;  and  by  crossing  where  she  did, 
she  would  have  an  opportunity  of  making  a  fair  wind  of  them,  without  being  much  to  the  west  of  her  port 
when  she  should  lose  them.  Moreover,  it  was  exactly  one  year  since  she  had  passed  this  way  before ;  she 
then  crossed  in  109°,  and  had  a  capital  run  thence  of  17  days  to  San  Fi'ancisco. 

Why  should  she  not  cross  here  again?  She  saw  that  the  4th  edition  of  S'liling  Directions,  Avhich  she 
had  on  board,  did  not  discountenance  it,  and  her  own  experience  approved  it.  Could  she  have  imagined  that, 
in  consequence  of  this  difierence  of  40  miles  in  the  crossing  of  the  equator,  and  of  the  two  hours'  time  behind 
her  competitor,  she  would  Ml  into  a  streak  of  wind  which  would  enable  the  Fish  to  lead  her  into  port  one 
whole  week?  Certainly  it  was  nothing  but  what  sailors  call  "a  streak  of  ill  luck"  that  could  have  made 
such  a  difference. 

But  by  this  time  "John  Gili)in"  had  got  his  mettle  up  again.  lie  crossed  the  line  in  116°;  exactly 
two  days  after  the  other  two — and  made  the  glorious  run  of  15  days  thence  to  the  pilot  grounds  of  San 
Francisco. 

Thus  end  the  abstract  logs  of  this  exciting  race,  and  these  remarkable  passages. 

The  Flying  Fish  beat :  .she  made  the  passage  in  92  days  and  4  hours  from  port  to  anchor;  the  Gilpin 
in  93  days  and  20  hours  from  port  to  pilot  ;t  the  Wild  Pigeon  had  118.  The  Trade  Wind  followed,  with 
102  days,  having  taken  fire  and  burned  for  8  hours  on  the  way. 

The  result  of  this  race  may  be  taken  as  an  illustration  as  to  how  well  navigators  are  now  brought 
to  understand  the  winds  and  the  currents  of  the  sea.  ■ 

Here  are  three  ships  sailing  on  difi^erent  days,  bound  over  a  trackless  waste  of  ocean  for  some  15,000 


*  Twentj-five  days  .after  that,  the  Trade  Wind  cliiijier  came  along,  crossed  in  112°,  and  had  a  jiassage  of  10  days  Iheucc  into  San 
Francisco. 

I  The  abstract  log  of  the  Gilpin  is  silent  after  the  jiilot  came  on  board. 

92 


730  THE    WIND    AND    CURRENT    CHARTS. 

miles  or  more,  and  depending  alone  on  the  fickle  winds  of  heaven,  as  they  are  called,  to  waft  them  along; 
yet  like  travellers  on  the  land  hound  upon  the  same  journey,  they  pass  and  repass,  fall  in  with  and  recognize 
eacli  other  by  the  way  ;  and  what  perhaps  is  still  more  remarkable,  is  the  fact  that  these  ships  sho'uld 
each,  throughout  that  great  distance,  and  under  the  wonderful  vicissitudes  of  climates,  winds,  and  currents 
which  they  encountered,  have  been  so  skilfidly  navigated,  that,  in  looking  back  at  their  management,  now 
that  what  is  passed  is  before  me,  I  do  not  find  a  single  occasion  on  which  they  could  have  been  better 
handled  except  in  the  single  instance  of  the  Flying  Fish,  while  crossing  the  doldrums  in  the  Atlantic. 
And  this  mistake  her  own  master  was  prompt  to  discover,  and  quick  to  correct. 

This  mistake  is  common  among  navigators.  But  one  in  crossing  the  equator  as  far  as  85°  W.  is  not 
hopelessly  too  far  west ;  and  even  then  he  had  better  go  straight  across  the  doldrums,  trusting  to  luck  for 
slants,  than  to  attempt  to  make  easting  in  those  calm  places.  Twelve  days  after  the  Flying  Fish  had 
crossed  the  equator,  in  the  Atlantic,  which  she  did  in  34°  30',  the  Trade  Wind  came  along  and  crossed  it  in 
34°  10',  with  the  wind  S.  S.  E.  Of  course,  she  could  have  made  an  east  course  on  the  starboard  tack,  but 
she  took  tire,  burned  for  eight  hours,  and  was  in  imminent  danger  of  being  destroj^ed.  During  this  time 
she  lost  a  degree  of  longitude  by  falling  that  much  to  the  westward.  Notwithstanding  all  this,  she  was 
only  six  days  from  the  line  to  9°  S.,  which  cleared  her  of  everything.  But  for  the  fire,  her  passage  to  Cali- 
fornia would  probably  have  been  less  than  one  hundred  days. 

It  is  rare,  and  deserving  of  note  and  commendation,  too,  to  find  any  ship  so  well  navigated  on  such  a 
long  voyage,  and  through  such  a  variety  of  scenes,  that,  if  it  were  to  do  over  again,  no  departure  from  the 
course  actually  pursued  eould  be  made  for  the  better. 

There  is  another  circumstance  which  I  have  observed,  and  which  is  worthy  of  notice  in  this  con- 
nection, as  illustrative  of  the  accuracy  of  the  knowledge  which  the  investigations  upon  which  these  Charts 
are  based,  afford  concerning  the  force,  set,  and  direction  both  of  winds  and  currents,  and  it  is  this : — 

In  calculating  the  best  routes  for  the  dlflerent  months,  pp.  419,  ei  seq.,  I  have  calculated  also  the 
distance  which  a  vessel  undertaking  to  follow  these  routes  would  have  to  accomplish,  on  account  of  detour 
caused  by  head  winds,  &,c.  On  this  occasion,  only  the  John  Gilpin  and  the  Hazard  entered  the  distance  by 
log  from  New  York  to  the  line.  The  distance  which,  according  to  the  Sailing  Directions^  each  vessel  would, 
at  that  season  of  the  year,  after  allowing  for  the  deviations  which  head  winds  would  require  her  to  make 
from  the  straight  course,  have  to  sail  to  reach  the  equator,  is  4,115  miles.  The  Gilpin  actually  logged  4,099, 
the  Hazard  4,077.  Thus  accomplishing,  in  the  year  1852,  the  voyage  by  sailing,  the  one  within  38,  the 
other  within  16  miles,  of  the  distance  which,  by  calculation  in  1849,  it  was  predicted  they  would  have  to 
accomplish.     Instances  of  the  like  are  now  of  common  occurrence. 


FROM    TAXAIIA   TO    CAI,IF01{X1A    AND   TIIK   NORTHWEST.  731 


FROM   TANAMA  TO  CAMl'OUXIA  AXI)  THE  XORTliWKST. 

The  passage  under  canvas  from  Panama  to  California,  as  at  present  made,  is  one  of  the  most  tedious, 
uncertain,  and  vexatious  that  is  known  to  navigators. 

The  voyage  from  Valparaiso  to  California  is  a  shorter  one,  in  point  of  time,  than  is  that  from  Panama, 
though  the  latter,  as  it  regards  distance,  is  not  half  so  long  as  tlie  former. 

A  brother  officer  of  the  navy,  writing  from  San  Francisco,  savs: — 

"I  learned,  on  my  arrival  at  Panama,  tliat  great  numbers  of  sailing  vessels  were  in  the  habit  of  resort- 
ing thither  for  the  purpose  of  taking  passengers  and  freight  to  San  Fi'ancisco;  but  to  my  surprise  I  heard 
that  they  seldom  made  the  passage  under  90  dnj-s,  and  often  were  120  days  on  the  way.  There  were  then 
many  vessels  there,  all  ready  to  sail,  and  among  them  the  clipper  ship  Hornet,  none  of  which  has  yet 
arrived  though  53  days  have  intervened. 

"  One  of  the  clipper  ships  some  time  since  made  the  passage  in  45  days,  by  standing  to  the  southward 
as  if  bound  to  Callao,  and  making  all  her  westing  in  the  S.  E.  trades,  south  of  the  line.  This  is  such  a 
round  about  way  of  getting  to  San  Francisco  from  Panama,  that  there  must  be  something  wrong  in  the 
courses  steered  by  the  vessels  which  take  the  northern  passage.  It  is  well  known  that  there  is  a  strong 
Avesterly  current  running  past  the  Galapagos  Islands,  which,  by  my  own  experience  on  one  occasion,  I 
found  to  be  sixty  miles  in  twenty-four  hours.  This  current  extends  to  the  eastward  almost  to  Point  Malo, 
and  westerly  entirely  across  the  Pacific,  though  not  so  strong  as  in  the  vicinity  of  the  Galapagos.  It 
strikes  me  that  navigators,  with  proper  instructions  as  to  tliis  current  and  tlic  prevailing  winds,  ought 
always  to  make  this  passage  in  certainly  uot  more  than  forty  days. 

"  Knowing  that  you  had  few,  if  any  abstracts  of  this  passage,  I  took  the  libertj-  of  telling  Captain 
Goodrich  that  these  logs  would  be  valuable  to  you,  and  suggested  that  he  get  as  many  of  them  together  as 
possible  and  send  them  to  you." 

That  this  voyage  can,  with  a  better  knowledge  of  the  winds  and  currents  than  navigators  now  possess, 
be  shortened  very  considerably,  I  have  no  doubt. 

But,  unfortunately,  only  a  few  of  the  vessels  in  the  Panama  trade,  send  me  abstracts  of  their  logs. 

As  soon  as  I  can  collect  materials  enough  to  justify  a  discussion  of  this  passage,  I  will  undertake  it. 
In  the  mean  time,  drawing  upon  such  slender  sources  of  information  as  I  chance  to  have,  I  venture  the 
following  suggestions,  as  to  the  route  from  Panama  to  the  northward  and  westward.  I  say  snggeslions,  for 
my  information  is  not  sufficient  to  justify  the  application  of  the  more  positive  term  of  SniUng  Directions  to 
the  remarks  I  have  to  make. 

I  have  more  than  once,  while  preparing  this  work,  called  the  attention  of  navigators  to  the  system  o£ 
monsoons  off  the  Pacific  coast  of  Central  America.  It  is  this  system  of  monsoons  and  the  calms,  or  equa- 
torial doldrums  as  they  are  called,  which  are  always  to  be  found  between  the  N.  E.  and  the  S.  E.  trade-winds, 
or  between  the  monsoons  and  each  of  these  two  systems  of  winds,  that  contribute  so  much  to  the  prolonga- 
tion of  the  passage  from  Panama. 


732  THE  WIND  AND  CURRENT  CHARTS. 

Of  course,  where  two  winds  meet  from  different  qiiarters,  every  navigator  knows  he  must  have  a  belt 
of  cahns  or  light  haflling  airs ;  for  a  wind  from  the  N.  E.  and  a  wind  from  the  S.  E.  cannot  blow  each  at  the 
same  time  and  place.  Therefore,  when  two  such  winds  meet,  their  line  of  meeting  is  marked  by  calms  and 
baflliog  airs. 

Now,  my  investigations  have  been  carried  far  enougli  to  show  that  at  certain  seasons  of  the  year,  a 
vessel  bound  from  Panama  to  California,  must  cross  at  least  three,  at  some  seasons  four,  such  meetings  of 
winds,  or  bands  of  calms,  before  she  can  enter  the  region  of  N.  P].  trades.     Hence  the  tedious  passage. 

But,  altlii:>ugli  the  researches  connected  with  these  Charts  have  revealed  this  fact,  the  materials  upon 
which  they  ai'e  founded  are  not  sufRcient  to  show  Avith  certainty  the  best  way  of  avoiding  these  calm  and 
baffling  regions. 

In  the  absence  of  more  especial  information,  and  in  view  of  the  important  interests  to  be  subserved 
by  a  shortening  of  the  passage  from  Panama  to  California  and  Oregon,  I  venture  the  following  suggestions 
as  to  that  passage.  These  suggestions  are  derived  from  the  light  which  the  experience  of  those  Panama 
traders  whose  logs  I  have,  cast  upon  the  subject.  But  this  light  is  feeble,  because  the  materials  whence  it  is 
derived  are  meagre.  Still,  tliey  amount  to  several  thousand  observations  carefully  made;  and  in  the  aggre- 
gate they  are  worth  more  than  the  experience  of  any  single  navigator  in  that  trade  can  possibly  be. 
Nevertheless,  I  do  not  ask  for  them  tliat  degree  of  confidence  to  which  the  Sniltug  Directions  given  in  this 
work  are  generally  entitled.  These  suggestions,  added  to  individual  experience,  will  probably  be  found  by 
navigators  to  be  of  some  service. 

In  the  discussion  of  the  winds  as  it  is  conducted  for  the  Pilot  Charts,  Panama  and  its  approaches  are 
included  between  the  parallels  of  5°  and  10°  N.  Between  these  parallels,  and  east  of  85°  west,  it  appears, 
from  the  observations  which  have  been  discussed,  that  the  prevailing  winds  in  November,  December, 
January,  May,  June,  and  July,  are  between  N.  W.  and  S.  W.  inclusive ;  that  in  December,  January,  Febru- 
ary, and  March,  they  prevail  about  one-fifth  of  the  time  from  the  northward  and  eastward ;  that  calms  are 
least  prevalent  in  the  month  of  March,  the  prevailing  wind  for  March  being  N.  W. ;  and  for  June  S.  W. ; 
though  N.  W.  winds  are  also  frequent  in  June;  and  that,  for  the  other  months, the  observations  are  too  few 
to  give  any  indication  as  to  the  prevailing  winds. 

Between  the  same  two  parallels,  but  to  the  west  of  85°,  and  as  far  as  1)5°,  the  prevailing  winds  are  in 
December,  January,  and  February,  N.E.;  in  March  and  April  they  are  variable,  prevailing  alternately  from 
N.  E.  and  N.  W.  In  May,  June,  July,  August,  and  September,  they  prevail  from  south  to  S.  W.  inclusive ; 
in  October,  from  S.  E.  to  S.  W.  inclusive.  In  November,  they  are  inclined  to  variable,  though  from  S.  E.  by 
the  way  of  south  to  W.  S.  \V.  is  the  favorite  quarter. 

It  is,  moreover,  indicated  that  to  the  east  of  80°  the  winds  in  December,  January,  and  February,  pre- 
vailing as  they  do  from  the  northward  and  westward,  are  generally  favorable  for  getting  to  the  southward 
and  westward,  by  steering  S.  S.  W.  or  S.  W.;  that  in  May,  calms  are  frequent,  and  the  prevailing  points  of 
the  wind  are  decidedly  W.  S.  W.,  S.  W.,  and  S.  E. ;  and  in  June,  W.,  W.  S.  W.,  S.  W.,  and  N.  W.  But  as 
the  favorite  point  is  west,  and  calms  are  not  so  frequent  as  in  May,  June  appears  to  be  a  more  propitious 


FROM    PANAMA   TO   CALIFORNIA   AND   THE   NORTHWEST.  tOO 

niontli  than  "Nfay  for  crossing  tlio  parallel  of  5°  N.  by  a  southwardly  course  from  Panama.  Between  5° 
ami  10°  N.,  for  tlie  other  months,  I  have  not  observations  enough,  to  the  east  of  80°,  to  justify  me  in  any 
remarks  as  to  the  winds. 

Neither  have  I  observations  enough  for  January,  February,  or  ^[arch,  to  the  cast  of  80°,  and  between 
0°  and  5°  N.,  to  authorize  deductions ;  but  fin-  all  the  other  months  of  the  year,  they  are  abundant.  They 
show  that,  to  the  east  of  80°,  between  the  equator  and  5°  N.,  tlie  winds  arc  steady  between  S.  E.  by  the 
south  to  west,  and  that  cabns  are  most  frequent  in  this  part  of  the  ocean  during  the  months  of  December 
and  April.  The  points  from  which  the  winds  most  prevail  are,  in  December,  S.  W.;  in  April,  S.  S.  AV.,  and 
S.  W.;  in  Ma}^,  June,  and  July,  S.  W.;  in  August,  S.  S.  W.,  and  S.  W.;  in  September,  S.  W. ;  in  October, 
and  November,  from  S.  E.  to  W.  S.  W. 

Between  80°  and  85°  west  from  the  eipiator  to  5°  N.,  the  prevailing  direction  of  the  wind,  all  the  year, 
is  between  S.  K.,  and  west  by  the  way  of  south ;  though  from  March  to  Augu.st,  inclusive,  it  is  most  inclined 
to  be  variable.     In  December,  March,  and  April,  calms  are  most  frequent. 

Between  85°  and  90°,  the  prevailing  quarter  for  the  wind,  all  the  year,  from  the  equator  to  5°  N.,  is 
between  S.  E.,  and  S.  W.  It  is  most  variable  from  January  to  June,  inclusive.  In  March  and  April,  the 
N.  E.  trades  are  frequently  found  here ;  calms  are  most  prevalent  in  March. 

Continuing  west  between  the  same  parallels,  the  region  from  90°  to  95°  Avest  seems  to  be,  of  all,  the 
most  liable  to  calms  the  year  round.  From  October  to  January  inclusive,  they  are  not  so  frecj^uent  as  in  the 
other  months,  being  less  frequent  in  October. 

From  S.  E.  to  S.  S.  W.,  is  the  ruling  quadrant  for  the  winds  here  all  the  year;  though  from  January  to 
June  inclusive,  they  go  from  N.  E.,  around  by  the  way  of  east,  to  west. 

To  the  west  of  95°  they  arc  steady  between  S.  E.  and  south,  except  from  January  to  May  inclusive. 
In  January,  February,  and  ]\[arch,  they  often  get  as  far  north  as  N.  E.,  and  in  April  and  May,  as  far  as 
E.N.E. 

Now  then,  after  carefully  studying  this  description  of  the  wind,  derived,  it  is  true,  from  no  great 
abundance  of  materials,  I  have  to  suggest  the  following  routes  for  the  consideration  uf  navigators  bound 
northwest  from  Panama. 

From  the  Bay  of  Panama  make  the  best  of  your  way  south  until  you  get  between  5°  N.  and  the 
equator. 

Being  between  these  two  parallels,  it  will  be  for  the  navigator  to  decide  whether  he  will  shape  his 
course  west,  and  keeping  between  them  until  he  crosses  the  meridian  of  95°  west,  or  whether  he  will  cross 
the  equator,  and  make  his  westing  in  south  latitude,  with  the  southeast  trades  on  his  quarter.  The  winds 
that  he  finds  between  5°  and  the  line  should  decide  this  cprestion  for  him.  If  he  can  get  west  here,  with  a 
good  breeze,  he  should  crack  on,  and  when  his  good  wind  leaves  him,  steer  S.  again. 

If  the  passage  from  Panama  be  attempted  in  January,  February,  March,  April,  ^Nfa}',  or  June,  time 
will  i)robably  be  saved  by  going  south  of  the  equator;  for  at  this  half  of  the  year  the  northeast  trades  and 
the  equatorial  doldrums  are  often  found  between  the  equator  and  5°  N.     Between  the  meridians  of  80°  and 


73-i  THE  WIND  AND  CURRENT  CHARTS. 

85°  Avest,  in  tliis  jiart  of  tlic  ocean,  these  winds  and  calms  arc  found  even  in  the  months  of  July  and  August. 
Therefore,  in  coming  out  of  Panama,  and  after  crossing  5°  N.  in  any  season,  malvc  a  S.  W.  course,  if  the 
■winds  will  allow.  If  the  wind  be  S.  W.,  brace  up  on  the  starboard  tack ;  but  if  it  be  S.  S.  W.,  stand  west, 
if  it  be  a  good  working  breeze.  But  if  it  be  light  and  baffling,  with  rain,  know  that  3'ou  are  in  the  dol- 
drums, and  the  quickest  way  to  clear  them  is  by  making  all  you  can  on  a  due  south  course. 

Suppose  that,  after  crossing  5°  N.,  you  have  got  to  the  west  of  85°  without  having  crossed  the 
equator.  Now,  if  the  time  of  the  year  be  in  that  half  which  embraces  July  and  December,  the  prevailing 
winds  will  be  between  S.  E.  and  south  inclusive,  and  the  course  is  west  as  long  as  there  is  a  breeze;  as 
soon  as  the  breeze  dies  away,  and  you  begin  to  fight  the  baffling  airs,  conclude  that  3'ou  are  in  the  vicinity 
of  the  doldrums  that  are  often  found  here  either  between  tlie  N.  E.  and  S.  E.  trades,  or  between  one  of 
these  trades  and  the  system  of  southwardly  monsoons  that  blow  north  of  the  line,  and  between  the  coast 
and  the  meridian  of  95°  west. 

These  belts  of  doldrums  lie  east  and  west,  and  the  shortest  way  to  cross  them  is  by  a  due  north  and 
south  line ;  therefore  let  it  be  a  rule,  whenever  the  navigator  finds  himself  in  one  of  these  calm  belts,  to 
make  all  the  latitude  possible,  for  by  that  means  he  will  soonest  clear  it. 

Having  crossed  the  meridian  of  'J5°,  stand  away  to  the  northward  and  westward  with  a  free  wind. 

West  of  longitude  100°,  and  between  the  parallels  of  5°  and  10°  N.,  the  winds,  in  the  months  of 
November  and  December,  are  variable  between  N.  E.  and  south,  by  way  of  east.  In  January,  February, 
and  March,  they  are  quite  steady  as  N.  E.  trades.  In  Ajiril,  they  are  variable.  The  doldrums  are  generally 
found  between  those  parallels  in  this  month.  During  the  rest  of  the  year,  the  winds  are  all  the  time 
between  S.  E.  and  S.  W. 

It  will  bo  well  to  cross  the  parallel  of  10°  N.  at  least  as  far  west  as  the  meridians  of  105°  or  110°  W. 
Here,  between  the  parallels  of  5°  and  10°  N.,  the  winds  in  November  are  steady  from  S.  S.  E.  and  S. ; 
December,  April,  and  May  arc  the  months  for  the  doldrums  in  this  part  of  the  ocean. 

Having  crossed  the  parallel  of  10°  N.,  between  105°  and  110,  the  navigator  is  then  in  the  fair  wa}'  to 
California.     See  Sailing  Directions  for  Oih'fornin. 

In  making  the  west  coasts  of  Mexico  and  the  United  States,  the  kelp  is  said  to  form  an  excellent  land- 
mark. This  weed  is  very  long,  and  grows  on  the  rocks  at  the  bottom.  When,  therefore,  in  approaching 
the  coast,  you  come  across  lines  or  swarths  of  tangled  kelp,  its  being  tangled  or  matted  is  a  sign  that  it  is 
adrift.  It  is  afloat  in  deep  water,  and  you  may  sail  boldly  through  it  without  fear.  But  when  you  come 
across  it  tailing  out  straight,  it  is  then  fost  to  the  rocks  at  the  bottom,  and  it  is  dangerous  to  get  among  it. 

Vessels  out  of  San  Francisco  intending  to  touch  at  Panama  or  any  of  tlie  ports  south,  should  stand 
out  well  from  the  ^texican  coast.  Information  as  to  the  best  route  for  these  passages  is  wanting.  But  I 
should,  with  such  information  only  as  I  at  present  have,  with  regard  to  this  navigation,  feel  disposed,  were 
I  bound  from  San  Francisco  to  Panama,  to  steer  straight  for  the  line  somewhere  about  105°  west,  stand  on 
south  until  I  could,  with  the  S.  E.  trades,  run  in  on  the  starboard  tack  for  the  land. 


KOUTES   BETWEEN   CALIFOKNiA   AND   AUSTKAIJA.  735 

From  Valparaiso  and  Callao  to  San  Francisco,  steer  straight  for  tlio  line,  according  to  the  table  of  cross- 
ing for  best  California  passages.     No  other  directions  from  these  ports  are  necessary,  for  it  is  jilain  sailing. 


IIOUTES  J$KTWEEN  CALIFORNIA  AND  ASIA. 


I  am  not  preparcxl  to  give  any  sailing  directions  for  this  route,  that  are  derived  from  an  c-xtensivc  sy.s- 
tem  of  research  concerning  the  winds  in  this  part  of  the  ocean;  but  enough  is  known  to  give  general  di- 
rections, which  are  very  simple.  For  the  way  to  go  under  canvas  from  Califonua  to  China,  is  through  the 
N.  E.  trade-winds;  and  the  way  to  return,  is  with  the  westerly  winds,  which  arc  the  prevailing  winds  north 
of  40°  or  45°. 

This  voyage  is  the  counterpart  of  the  route  going  and  coming  between  the  Capes  of  Virginia,  and  the 
Straits  of  Gibraltar;  with  this  diffei'ence,  that  the  Pacific  Ocean  is  much  broader  than  the  Atlantic,  and  tliai 
the  winds  are  much  better  developed  out  upon  the  Pacific,  than  they  are  in  the  Atlantic;  ami,  therefore, 
the  passage  each  way  between  California  and  Cliina,  will  be  a  more  certain  passage,  than  that  between  the 
Capes  of  Virginia  and  the  straits. 


ROUTES  BETWEEN  CALIFORNIA  AND  AUSTRALIA. 

The  great  circle  distance  from  South  Australia  to  California,  is  about  7,000  miles,  and  vessels  iu  the 
direct  trade  between  Australia  and  the  Pacific  coasts  of  the  United  States,  may  have  the  choice  of  routes 
going  as  well  coming ;  going  the  distance  to  be  sailed  on  account  of  detour  for  the  sake  of  winds,  is  about 
7,500  miles;  returning,  that  is,  coming  this  way  by  the  eastern  route,  the  distance  is  eight  or  nine  hundred 
miles  greater.  With  the  exception  of  the  N.  E.  trades  on  the  passage  from  New  South  Wales,  or  Victoria 
to  California,  the  winds  are  fair,  or  may  conveniently  be  made  fair  both  ways.  A  good  N.  E.  course  can 
be  made  through  the  S.  E.  trades ;  and  a  N.  N.  W.  course  on  the  average,  through  the  N.  E.  trades.  But 
these  courses  wOl  not  give  easting  enough  for  the  California-bound  trader,  and  it  therefore  becomes  a  ques- 
tion for  him  to  decide,  whether  he  will  make  up  his  easting  in  the  variables  south  of  S.  E.  trades,  or  iu  the 
variables  north  of  the  N.  E.  trades,  for  in  both  of  those  systems  of  variables  westerly  winds  prevail. 

In  coming  out  of  the  Victoria  ports,  go  south  of  Vau  Dieman's  Land,  or  through  Bass's  Straits,  as  you 
have  the  winds  and  find  it  expedient. 

Being  south  of  Van  Dieman's  Land  makes  it  convenient  to  pass  south  of  Ncav  Zealand,  if  the  wind  be 
fair,  as  in  the  majority  of  cases  it  will  be.  Having  passed  south  of  New  Zealand,  steer  for  the  parallel  of 
40°  or  45°  S.,  between  the  meridians  of  150°  and  140°  W.,  thence  for  the  equator  between  120°  and 
130°  W.,  crossing  by  a  north  course,  both  the  horse  latitudes  of  the  southern  hemisphere  and  the  equa- 
torial doldrums;  then  run  through  the  N.  E.  trades  as  best  you  may,  keeping  a  "rap  full"  and  running 
up  into  the  variables  beyond  the  horse  latitude  calms  of  the  northern  hemisphere,  if  need  be,  to  complete 
your  easting  and  make  your  port. 


7o6  THE   WIND   AND   CUKKENT   CHARTS. 

If  the  winds  be  not  fair  for  passing  soutli  of  New  Zealand,  try  Cook's  Straits  in  preference  to  passing 
to  the  nortli  of  New  Ulster. 

If  you  pass  through  Cook's  Straits,  then  stick  her  well  to  the  eastward  and  take  the  eastern  passage. 
On  this  passage,  you  should  run  down  your  easting  pretty  well  before  you  get  far  enough  north  to  be 
bothered  by  the  bafSing  winds  of  the  horse  latitudes  south.  If  these  come  as  low  down  as  38°  or  -±0°  S., 
stand  north  the  moment  you  feel  them  till  you  get  the  S.  E.  trades ;  then  cross  these  and  the  N.  E.  trades, 
both  as  obliquely  to  the  eastward  as  they  will  permit,  with  fore-topmast  studding-sail  set. 

On  this  passage  you  will  have  finally  to  run  down  your  easting,  when  you  get  into  the  variables,  be- 
yond the  N.  E.  trades,  and  of  course  you  will  aim  to  reach  the  parallel  of  38°  or  40°  N.,  or  even  a  higher 
one  north,  to  do  this.  How  far  you  will  go  north  depends  somewhat  ujion  the  distance  you  may  be  west 
of  California  when  you  lose  the  N.  E.  trades.  If  you  be  only  a  degree  or  two  from  the  laud,  you  will  steer 
straio'ht  for  your  port  without  caring  to  get  to  the  northward  of  it ;  but  if  j'ou  be  ten  or  twenty  degrees  to 
the  west  of  it,  or  even  farther,  then  of  course  the  distance  to  be  run  makes  it  an  object  to  turn  out  of  your 
way  and  go  nortli  in  search  of  good  winds. 

Therefore,  the  choice  of  routes  on  this  voyage  resolves  itself  into  the  answer  to  this  question  :  Is  it  best 
to  make  easting  between  the  parallels  of  -±0°  and  50°  S.,  or  about  the  parallel  of  40°  N.  ?  If  the  former, 
then  the  eastern  route  is  the  route;  if  the  latter,  then  the  preference  should  be  given  to  the  western  route 

I  give  preference  to  the  eastern  route  especially  and  decidedh^  wlien  the  winds  at  starting  are  favor- 
able for  the  east  course.  I  have  no  doubt  but  that,  as  a  general  rule,  the  winds  by  the  eastern  route,  both 
variables  and  S.  E.  trades,  are  much  more  steady  and  reliable  than  they  are  by  the  western  route.  More- 
over, the  distance  from  the  Victoria  ports,  via  south  side  of  A^an  Dieman's  Land  and  New  Zealand,  is  not 
more  than  three  or  four  hundred  miles  greater  than  it  is  by  the  most  direct  route  that  is  practicable,  and 
the  chances  of  good  winds,  by  the  eastern  route,  will,  in  my  opinion,  amply  make  up  for  this  increased 
distance. 

It  is  proper  for  vne  to  state  here  that  I  do  not  give  these  Australian  sailing  directions  as  directions 
that  arc  founded  on  or  derived  from  investigations  into  the  routes  actually  pursued  by  vessels  from  Aus- 
tralia to  California;  but  I  give  them  as  deductions  drawn  from  the  knowledge  which  I  have  acquired  touch- 
inw  the  general  system  of  the  winds  and  currents  out  upon  the  high  seas. 

The  most  diflrcult  and  uncertain  parts  of  this  passage  will  be  in  the  time  required  to  cross  the  three 
belts  of  calms,  and  to  clear  the  winter  fogs  of  California.  But  for  these,  the  eastern  passage,  from  Victoria 
to  California,  would  be  one  of  the  most  certain  passages  in  the  world. 

The  distance  from  Victoria  to  California  cannot  be  accomplished  under  canvas,  by  the  eastern  route, 
much  short  of  8,700  miles.  But  driving  captains,  with  clipper  ships  under  them,  may  expect  to  average, 
one  trip  with  another  along  this  route,  not  far  from  200  miles  per  day.  The  clipper  rate  from  Victoria 
to  Cape  Horn,  will  probably  be  upwards  of  200  miles  a  day :  for  I  feel  assured  there  is  no  part  of  the  ocean 
in  which  the  winds  generally  will  admit  of  more  heavy  dragging  and  constant  driving  than  they  will  in 
the  extra-tropical  regions  generally  of  the  South  Pacific,  say  on  the  polar  side  of  40°  S. 


ROUTES   BETWEEX    CALIFORNIA    AMJ   AUdTUALlA.  737 

Returning  from  California  to  tlie  gold  fields  of  Australia,  tbe  route  out  of  San  Francisco,  sliould  be  down 
as  soon  as  possible  into  the  N.  E.  trades,  as  though  you  were  bound  to  China,  India,  or  the  Sandwich  Is- 
lands, crossing  the  equator  anywhere  between  the  meridians  of  140°  and  150°  west,  according  as  you 
prefer  to  run  down  your  westing,  principally  in  the  X.  E.  or  S.  E.  trades.  I  give  the  preference  to  the 
latter  generally,  because  they  arc  more  steady,  reliable,  and  certain  than  are  their  congeners  of  the 
northern  liemisphere — at  least  such  is  the  rule.  The  distance  by  this  route  to  Bass's  Straits  will  be  about 
7,500  miles,  and  an  increase  upon  this  of  the  average  distance  to  be  sailed  on  the  passage  going,  together 
with  the  distance  returning,  will  not  amount,  as  before  stated,  to  more  than  six  or  eight  hundred  miles. 

Aim  to  cross  30°  S.,  on  the  passage  from  California  to  vVustralia,  in  tlie  neighborhood  of  170°  E. 

Thence,  the  course  is  between  Australia  and  ISTew  Zealand  direct  for  your  port. 

In  these  passages,  as  on  the  California  routes  generally,  navigators  have  to  cross  the  calms  of  Cancer 
and  of  Capricorn,  as  well  as  those  of  the  equator;  whicli  last  are  found  between  the  X.  E.  and  S.  E.  trade- 
winds,  but  upon  difierent  parallels,  according  to  the  season  of  the  year. 

It  may,  therefore,  be  remarked  here,  once  for  all,  and  which  remark  navigators  bound  either  from  the 
United  States  or  from  Panama  to  California,  are  requested  to  bear  in  mind,  that  the  barometer  will  often 
enable  the  navigator  to  tell  when  he  has  crossed  these  belts  of  calms,  and  entered  the  trades. 

In  the  belt  of  equatorial  calms  there  is  an  ascending  column  of  air.  All  the  atmosphere  which  the 
X.  E.  and  S.  E.  trades  pour  into  this  belt,  rises  up  and  flows  off  by  counter  currents  in  the  upper  regions. 
Of  course,  then,  the  mean  height  of  the  barometer  in  the  equatorial  calms,  is  less  than  its  mean  height  in 
the  trades  on  either  side.  This  difference  does  not,  probably,  exceed  one  tenth  of  an  inch  (0.1  inch).  But 
close  attention  to  the  barometer  in  and  about  these  calms,  will  often  enable  the  navigator  to  decide  whether 
the  winds  he  may  have  be  reall}'  trade-winds  or  not ;  for  after  having  been  fighting  these  calms,  if  j-ou  get 
the  wind  from  X.  E.  or  S.  E.,  as  the  case  may  be,  and  the  barometer  rises,  then  you  may  be  sure  that  you 
have  the  trades. 

I  have  frequently,  in  the  course  of  this  work,  had  occasion  to  allude  to  the  equatorial  calms,  and  the 
rains  whicb  accompany  them.  At  this  day,  it  is  not  sufficient  to  tell  the  navigator  that  things  are  so.  He 
depends  more  upon  the  lights  of  reason  and  the  convictions  of  his  understanding,  less  upon  faitb  and  the 
ipse  dixit  of  philosophers  than  he  used  to  do.  And  therefore,  when  facts  and  phenomena  are  now  stated  to 
him,  his  first  question  generally  is,  for  the  explanation  of  them.  I  admire  this  spirit,  and  have  frequently, 
in  the  pages  of  this  work,  turned  aside  to  pay  homage  to  it.  (See  the  illustration  afforded  by  Dewey's 
Meteorological  Journal  at  Para,  p.  167,  5th  edition.) 

Where  the  two  trade-winds  meet,  they  and  the  vapors  whicli  they  bring  ascend,  and  it.  is  then  "  the 
rainy  season."' 

The  observations  of  Dewey  on  the  land,  show  clearly  enough  that  as  the  belt  of  equatorial  calms  passes 
over  Para,  the  mean  height  of  the  barometer  is  less  than  it  is  in  the  exti'a-tropical  latitudes  generally,  or 
than  it  is  when  the  trade- winds  prevail  at  Para. 
93 


738  TUE  WIND  AND  CUKEENT  CHARTS. 

There  is  no  route  on  wliicli  close  attention  to  the  barometer  while  crossing  these  calm  belts,  will  be  of 
more  service  to  the  navigator  than  on  the  Culilbrnia  route  from  Panama. — See  that  Chapter,  p.  7ol. 

In  the  calms  of  Cancer  and  of  Capricorn,  there  is  a  descending  instead  of  an  ascending  current  of  air; 
theiefore  the  barometer  ranges  higher,  on  the  average,  within  those  two  calm  belts  than  it  does  anywhere 
else.  The  difference,  however,  does  not  exceed  the  tenth  of  an  inch  {0.1).  Close  attention  to  this  instru- 
ment will  often  enable  the  navigator  to  decide,  when  he  has  crossed  this  belt  and  got  into  the  region  of 
trades,  even  belbre  he  gets  the  wind  from  the  trade  cp.iarter.     He  determines  this  by  its  fall. 

The  passage  between  Australia  and  California  should  be  made  ordinarily  in  from  4U  to  -±5  days ; — 
the  passage  to  the  east  being  rather  the  shorter  ;  of  course,  cliiiper  ships  will  generally  bring  the  passage 
within  -10  days  or  less.  See  the  remarks  about  the  Farallones,  in  the  tS'tnlinij  Directions  for  Cahfornia  from 
the  United  States,  page  723. 


EOIJTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA. 

The  gold  })orts  of  Australia,  whether  the  distance  be  measured  via  Cape  II(_)rn,  or  by  the  way  of  the 
Cape  of  Good  Ilope,  are  between  1 '2,000  and  13,000  miles  from  the  Atlantic  ports  of  the  United  States  or 
Euro])e.  The  best  way  for  vessels  in  the  Australian  trade,  from  Europe  or  America,  via  the  Atlantic,  to 
go,  is  by  doidjliug  the  Cape  of  Good  Hope  ;  and  the  best  way  to  come  is,  via  Cape  Horn;  and  for  this  reason, 
viz:  The  prevailing  winds  in  the  extra-tr(.)pical  regions  of  the  southern  hemisphere  are  from  the  N.  W., 
which  of  course  malces  fair  winds  for  the  outward  bound  around  the  Cape  of  Good  Hope,  and  flxir  winds 
for  the  liomcward  bound  around  Cape  Horn.  Here,  all  is  plain  sailing  ;  vessels  homeward  bound  should 
steer  by  the  shortest  cut  for  Cape  Horn,  and  the  outward  bound,  after  doubling  the  Cape  of  Good  Hope, 
should  shape  their  course  as  direct  for  the  port  of  destination  as  the  land  and  the  winds  will  permit  them. 

Returning  by  the  way  of  Cape  Horn  homeward,  the  best  route  is  to  get  south  of  the  parallel  of  4-5°  or 
50°  S.  as  soon  as  you  can.  Do  not  hesitate,  if  the  winds  favor,  to  pass  south  of  New  Zealand.  But  whether 
you  pass  south  of  these  islands  or  not,  as  soon  as  you  get  clear  of  them,  let  the  course  be  shaped  direct  for 
Cape  Horn;  recollecting  that  the  farther  you  keep  south  of  the  middle  of  the  straight  line  on  j'our  chart 
from  Van  Dieman's  land  to  Cape  Horn,  the  nearer  you  are  to  the  great  circle  route,  and  the  shorter  the 
distance.  The  difference  by  the  great  circle,  and  by  the  straight  course  on  the  Charts,  being  upwards  of 
1,000  miles. 

In  the  passage  from  Australia  to  Cape  Horn,  by  keeping  between  the  parallels  of  45°  and  60°  all  the 
■way,  you  will,  I  am  of  the  opinion,  feel  more  or  less  the  warmth  and  set  of  a  current  that  passes  south  of 
Australia  from  the  Indian  Ocean.  Whether  the  boisterous  weather,  to  which  a  warm  current  in  such  lati- 
tudes Avould  give  rise,  will  compensate  for  the  advantages  to  be  gained  in  other  respects,  must  be  left  for 
experience  to  determine.  For  my  own  part,  I  do  not  suppose  this  current  to  be  as  strongly  marked  as  is 
our  Gulf  Streani  in  the  Atlantic ;  .though  the  })assage  from  the  Capes  of  the  Delaware  to  Liverpool  may  be 
considered  as  affording  us  the  means  of  judging  pretty  accurately  as  to  this  passage  from  Australia;  the 
chief  difterence  being,  I  suppose,  in  the  climate  and  the  gales,  and  a  greater  prevalence  of  westwardly  winds. 


KOUTES    KKOM    KUUOl'K    ANU   THE    L'XITKD   STATKS    TO   AUriTliALIA.  739 

TliG  climate  in  the  Pacific  alung  tliis  route  will  be  found  not  quite  so  mild  as  is  that  along  the  Europeau 
route  in  the  Atlantic.  But  the  gales  in  the  Atlantic  are  jiroliaMy  more  frequent  and  violent  than  tliey  are 
in  the  South  I'acific;  at  an\-  rate.  I  suppose  that  such  will  be  found  to  be  the  ca.se,  until  you  reach  the 
regions  of  Cape  Horn. 

The  Australian  routes  present  frequent  opportunities  for  fine  runs.  In  the  South  Pacific  Ocean,  below 
the  parallel  of  40°  S.,  and  away  from  the  influence  of  the  laud — as  along  this  route,  especially  from  New 
Zealand  to  Cape  Horn — the  westerly  Avinds  blow  almost  with  the  regularity  of  the  trades;  and  a  fast  vessel, 
taking  a  wcstei'ly  gale  as  she  clears  the  New  Zealand  Islands,  may  now  and  then  run  along  with  it  pretty 
nearly  to  Cape  Horn;  or  taking  it  on  the  outward  passage  after  clearing  the  Cape  of  Good  Hope,  by  keeping 
well  south,  may  run  along  with  it  to  Van  Dieman's  Laud. 

The  United  States  and  Australia  are  nearly  antipodal.  A  diameter  of  the  earth  having  one  end  in  the 
Atlantic  upon  the  parallel  of  38°  N.  at  its  intersection  with  the  meridian  of  35°  W.  would  have  the  other 
near  Port  Philip,  New  South  Wales.  It  will  therefore  be  perceived  how  that  the  meridians  of  many  places 
in  America  being  followed  to  the  south  pole,  and  thence  onward,  woidd  guide  oue  to  various  places  in  New 
Holland. 

Thu.s,  the  same  meridian  line  which  passes  through  Eastport,  in  Elaine,  being  continued  on  the  other 
side  of  the  world,  will  be  found  to  pass  near  the  Swan  River  settlement  of  the  great  Gold  Continent. 

This  meridian  is  a  great  circle;  and  an  arc  of  it,  therefore,  represents  the  shortest  distance  between  any 
two  places  that  are  situated  upon  it. 

Hence,  it  will  be  perceived  that  the  great  circle  from  New  York  to  Australia  passes  very  nearly 
through  the  axis  of  South  America,  thence  south  through  the  antarctic  regions,  and  so  on  northwardly 
again,  till  it  reaches  this  modern  Ophir. 

But  this  route  is  impracticable  to  the  navigator,  and  it  is  therefore  useless  to  give  him  sailing  direc- 
tions for  it. 

Let  us,  however,  look  for  one,  which,  being  jiraetleable,  will  be  found  to  deviate  as  little  as  possible 
from  the  great  circle,  and  wdiieh,  moreover,  all  things  being  considered,  oilers  to  vessels  in  the  Australian 
trade  from  Europe,  as  well  as  from  the  L^nited  States,  the  fairest  pros[)cet  of  the  most  speedy  passages. 
Having  found  such  a  route,  I  propose  to  give  those  navigators,  whether  American  or  European,  who  are 
co-operating  with  me  in  collecting  data  for  my  researches,  the  benefit  of  additional  sailing  directions  for 
Australia,  or  at  least  such  farther  suggestions  with  regard  to  the  passage,  as  I  at  present  feel  prepared  to 
make. 

As  the  great  circle  from  New  York  to  Port  Philip  passes  through  South  America,  and  as  the  land 
blocks  the  way  so  that  ships  cannot  go  west  of  that  meridian,  we  must  look  to  the  eastward  of  it  for  the 
most  practicable  route. 

Cape  St.  Eoque  and  Port  Philip  may  be  considered  for  all  our  present  purposes  to  be  actually,  as  in 
reality  they  nearly  are,  on  the  same  meriilian.  To  find  the  great  circle  distance  between  two  such  places, 
we  have  but  to  add  the  codatilude  of  one  to  the  codatitude  of  the  other,  and  their  sum  gives  what  is 


J 


7-10  THE    WIXD    AND    CURKENT    CH.VnTri. 

sought.     Tims,  the  co-latitude  of  tho  St.  Eo([ue  is  8-1:°  'P>2\  and  of  Port  Philip,  51°  -±1',  the  sum  of  which  is 
136°  13' of  co-latitude. 

It  Avill  suit  the  purposes  of  illustration  better,  to  couTit  from  the  erjuator  in  the  Atlantic  at  its  intersec- 
tion with  the  meridian  of  St.  Roquo  (35°  2-4'),  from  which  point  the  great  circle  distance  to  Australia  is 
8,500  miles. 

Now  all  ships,  whether  from  N<jrth  America  or  Europe,  that  are  bound  into  the  southern  hemisphere, 
are  advised  to  cross  the  line  to  the  eastward  of  85°  2-1'  (west).  Therefore,  this  great  circle  is  not  yet  far 
enough  to  the  eastward  for  the  navigator.  Suppose,  then,  the  average  crossing-place  in  the  Atlantic  to  be, 
as  it  nearly  is,  in  30°  west ;  let  us  start  the  great  circle  from  this  point.  Fronr  this  crossing  to  Port  Philip, 
the  most  remote  parallel  touched  by  the  great  circle,  is  about  8-1°  S.  near  its  intersection  with  the  meridian 
of  00°  E.,  and  the  distance  to  Australia    is  8,-4S0  miles. 

It  \vill  be  as  well  for  the  navigator  wdio  is  aiming  for  a  quick  passage — and  who  in  these  times  is 
not? — to  notice  how  this  great  circle  from  the  line  in  30°  W.  runs.  It  crosses  the  parallel  of  10°  S.  near 
28°  50'  W.;  of  20°,  near  27°  30'  AY.:  of  30°,  near  2^°  00'  W. ;  of  40°,  near  21°  20'  W.;  aiul  of  50°,  near 
21°  50'  W.,  &c. 

This  route  is  also  impracticable,  for  it  takes  one  too  far  south.  But  it  will  serve  as  a  guide  to  another, 
which  will  enable  the  navigator  to  take  the  nearest  route  that  is  practicable. 

Vessels  that  are  bound  southeastwardly,  after  crossing  the  line  in  30°  W.,  can  generally  reach,  Avithout 
being  pinched  by  the  way,  30°  S.  between  30°  and  35°  W.  The  great  circle  distance  thence  to  Port  Philip 
is  about  6,700  miles.  But  if  a  vessel  do  not  go  south  of  55°  S.,  she  cannot  accomplish  the  passage  from  the 
parallel  of  30°  in  the  South  Atlantic  in  less  than  7,400  miles.  It  will  be  observed  that,  since  a  vessel 
cannot  make  southcasting  in  the  S.  E.  trades,  vessels  crossing  the  line  in  80°,  or  indeed  on  any  other 
meridian,  will  find  themselves  generally  forced  a  little  to  the  westward  of  the  great  circle  to  Port  Philip 
from  the  point  of  ecpiatorial  crossing,  be  that  upon  what  meridian  it  may. 

The  majority  of  vessels  bound  around  the  Cape  of  Good  Hope,  cross  the  meridian  of  20°  W.  between 
the  parallels  of  30°  and  85°  S.  Here,  they  generally  aim  to  make  a  course  a  little  to  the  south  of  east. 
But  the  great  circle  route  to  Australia  would  require  them  to  pass  the  parallel  of  70°  S.  before  crossing 
this  meridian  of  20°  W.  Therefore,  the  course  of  the  Australian-bound  vessel  between  the  parallels  of 
30°  and  35°  S.,  so  far  fi-ora  being  a  little  to  the  sonth  of  cast,  is  only  a  little  to  the  east  of  south.  The  two 
routes  go  off  nearly  at  right  angles,  and  therefore  Australian-bound  vessels  do  not  care  to  make  so  much 
easting  in,  the  trades  as  do  those  vessels  that  desire  either  to  touch  at  or  double  close  around  the  cape; 
consequently,  it  is  no  object  with  them  to  hug  the  trades  as  close  as  the  cape  or  India-bound  vessels  do. 

Here  then,  as  you  clear  the  belt  of  S.  E.  trade-winds,  there  is  a  fork  in  the  routes.  The  vessel  bound 
to  or  around  the  cape  going  to  the  east;  but  she  wdiose  destination  is  for  the  gold  fields  south,  should  stand 
on  to  the  southward,  not  thiuking  of  hauling  up  to  the  eastward  until  she  clears  the  calms  of  Capricorn, 
and  finds  herself  well  within  the  region  of  the  trade-like  westerly  winds  of  the  southern  hemisphere. 

She  may  then  begin  to  edge  away  and  to  haul  up  graduallv  tri  the  eastward,  crossing  50°  S.  in  about 


EOL'TES    FKOJl    EUKOFE   AND   TIIK    i;XITKD   STATES   TO    AL'STHALIA.  741 

10°  W.,  and  reaching  tlic  parallel  of  55°  near  tlie  luerldian  of  20°  E.  Vpon  tills  parallel  (unless  expe- 
rience shall  prove  that  she  may,  without  inconvenience  as  to  ice  and  weather,  go  still  farther  south,  ami 
the  farther  south  the  slmrter  the  distance),  she  should  run  along  till  she  crosses  the  meridian  of  100°  east, 
when  she  may  begin  gradually  to  edge  up  for  her  port,  but  still  keeping  to  the  riglit  of  the  rhomb-line  on 
her  chart,  that  leads  to  it. 

ncuce,  it  will  be  perceived  that  Australiandjound  vessels  have  nothing  to  do  with  the  Cape  of  Good 
Hope;  they  do  not  wish  to  go  within  scarcely  a  thousand  miles  of  it. 

The  best  crossing-place  of  25°  or  30°  south,  that  the  S.  J'].  trad<>s  \v\]]  generally  allow  for  the  Austra- 
lian route,  is  about  35°  W.,  a  few  degrees  more  or  less. 

The  great  circle  from  this  crossing  to  Port  Philip  will  give  the  navigator  a  very  correct  idea  as  to  the 
best  course  for  him  to  pursue  after  reaching  25°  or  30°  S.,  at  the  crossing  above  mentioned. 

The  distance  from  it  lo  Port  Philip  is  about  (J.TOO  miles,  the  arc  of  the  great  circle  crossing  the  prime 
meridian  between  the  parallels  of  7*^^  and  75^  S.,  the  meridian  of  55°  east  between  the  parallels  of  80° 
and  82°  S.     Here  it  reaches  its  greatest  southern  deelinatLon,  and  begins  then  to  incline  ncjrthwardly. 

Australian-bound  vessels,  therefore,  are  advised,  after  crossing  the  e([uator  near  the  meridian  of  30°  W., 
say  between  25°  and  32°,  as  the  case  maybe,  to  run  down  through  the  S.  E.  trades,  witli  topmast-studding- 
sails  .set,  if  they  have  sea  room,  aiming  to  cross  25°  or  30°  south,  generally  somewhere  abotit  28°  or  30°  W., 
and  so  on,  shaping  their  conrse,  after  thej^  get  the  winds  steadily  from  the  westward,  more  and  more  to  the 
eastward,  until  they  cross  the  prime  meridian  to  the  south  of  50°,  reaching  55°  south,  (f  at  all,  in  about  20° 
east.  Thence  tlie  best  course — if  ice,  &c.  will  allow — is  onward  still  to  the  southward  of  east,  not  caring  to 
get  to  the  northward  again  of  your  greatest  southern  latitude,  before  reaching  120°  east.  The  highest 
latitude  should  be  reached  between  the  meridians  of  00°  and  80°  east.  The  course  then  is  north  of  east, 
gradually  hauling  up  more  and  more  to  the  north  as  you  approach  Tan  Dieman's  Land. 

Such  is  the  best  route  to  Australia. — The  highest  degree  of  south  latitude  (ami,  as  a  rule,  the  farther 
you  go  south,  the  shorter  the  distance)  which  it  may  be  prudent  to  touch,  depending  somewhat  on  the 
season  of  the  year  and  the  winds.  If  the  winds  are  not  good  and  strong,  bear  south  to  look  for  them.  In 
our  summer,  one  will  not  have  to  go  so  far  south  to  look  for  these  winds  as  he  will  in  our  winter.  The 
shortest  passages,  therefore,  will  probalily  be  made  in  the  southern  spring  and  early  summer,  when  daylight, 
the  winds,  the  state  of  the  weatlier,  and  all  except  ice,  are  most  favorable  for  reaching  high  southern  latitudes. 

Now,  the  first  thing  that  will  probably  strike  tlie  navigator  who  has  not  been  accustomed  to  measure 
on  a  terrestrial  globe  the  distance  between  places,  will  be  the  fact  that  the  Cape- of  Good  Hope,  instead 
of  being  a  sort  of  half-way  station  on  the  road-side  between  Europe  or  the  United  States  and  Xew 
Holland,  is  some  thousand  miles  or  more  to  the  northward  of  the  shortest  and  best  route. 

And  the  next  thing  will  be,  that  the  best  crossing  on  the  crpiator  for  Australiaii-boand  vessels 
from  the  United  States  is  not  to  the  eastward,  but  it  is  on  the  same  meridian  which  aflbrds  the  best 
crossing  for  the  Rio  or  Cape  Horn  bound  vessels. 

Vessels,  therefore,  bound  to  Australia  from  the  United  States,  or  Eurojie,  should  take  the  Kio  route  as 


742  THE   WIND   AND   CURltENT   CIIART.S. 

far  as  tlie  equator.  ludeed,  the  route  around  Cape  Horn  to  Australia,  to  tlie  Cape  of  Good  IIopc  and  to 
India,  may  be  considered  as  one  and  the  same  until  the  belt  of  S.  E.  trades  in  the  Atlantic  be  passed. 
Vessels  bound  from  Europe,  should  aim  to  cross  the  equator  in  about  25°.  Farther  east  would  take  them 
where  the  eipiatorial  doldrums  will  prove  troublesome;  farther  west,  too  far  out  of  the  way. 

Having  crossed  the  erp.iator  with  sea  room  and  a  good  offing  from  the  shores  of  Brazil,  the  best 
course  for  all,  wdiether  European  or  American,  is,  as  before  stated,  to  crack  on  through  the  S.  E.  trades 
with  topmast  studding-sails  set,  or  at  any  I'ate  with  a  clean  rap-full. 

When  these  winds  fiiil,  as  they  will  do,  from  25°  S.  in  our  summer  and  fall,  to  35°  or  even  40°  in 
our  winter  and  spring,  and  the  Australian  trader  finds  himself  in  the  horse  latitudes  of  the  southern 
hemisphere,  his  course  is  then  duo  suuili  until  he  gets  beyond  them,  and  well  into  the  strong  westerly 
winds  of  that  I'cgion. 

These  winds  will  lie  found,  between  the  parallels  of  45^  and  55°  generally,  according  to  the  season  of 
the  year,  but  always  between  50°  and  55°,  or  even  farther  south,  to  prevail  with  great  regularity  and  force; 
moreover,  they  are  accompanied  liy  that  long  I'olling  swell  which  will  of  itself  help  a  vessel  along  many 
miles  a  day. 

All  the  abstracts  which  I  have  as  yet  received  from  Australian-bound  traders,  go  to  confirm  and  illus- 
trate, in  the  most  beautiful  manner,  everything  that  I  have  previously  said  with  regard  to  the  westerly 
trades  of  the  extra  tropical  south,  and  the  advantages  of  tlie  soutliern  route  to  Australia. 

I  have  endeavored  to  impress  navigators  with  a  sense  of  the  mistake  they  commit  in  considering  the 
Cape  of  Good  Hope  on  the  wayside  of  their  best  route  to  Australia. 

It  is  not  only  a  long  v.'ay  out  of  the  best  and  most  direct  track  for  them,  but  the  winds  also,  to  the 
north  of  the  fortieth  parallel  of  south  latitude,  are  much  less  favorable  for  Austi'alia  than  they  are  to  the 
south  of  this  parallel. 

The  Sailing  Directions'-^  issued  by  the  British  Admiralty,  I  am  aware,  recommend  the  Cape  of  Good 
Hope  route,  and  the  parallel  of  3'J°  south,  as  the  best  upon  which  to  run  down  easting  for  Austi'alia. 

I  quote  from  these  Suilinij  Diraiions: — 

"Ships  from  the  Cape  of  Good  Hope,  bound  to  the  south  coast  of  Australia,  should  run  down  their 
longitude  on  the  parallel  of  89°  south,  wdiere  the  wind  blows  almost  constantly'  fi'om  some  western  point, 
and  generally  not  with  so  much  strength  as  to  prevent  sail  being  carried  to  it.  In  a  higher  latitude,  the 
weather  is  frequently  more  boisterous  and  stormy,  and  sudden  changes  of  wind,  with  squally,  wet  weather, 
are  almost  constantly  to  be  expected;  especially  in  the  winter  season,  and  after  passing  the  island  of  St. 
Paul  and  Amsterdam.  Islands  of  ice  have  also  been  encountered  in  those  regions,  as  was  almost  fatally 
proved  by  11.  M.  ship  Guardian  sti'iking  against  one  in  40°  or  47°  south,  in  the  beginning  of  summei',  and 
nearly  foundering."f 


*  1853. 

f  The  Ansti-ali;i,  Directory,  Vol.  I.      K.llted  hy  .loliri  TUirwood,  ^rilsk■r,  R.  N.      Seeond  edition,  lu-intcd  for  tlie  llydnigrfiidiif  Office, 
Admir:ilt.v,  IS.',:',:   CliMiiter  1.,  |,:il;c.s  1  :ind  2. 


ROUTKS   KKOll    KUROl'K    AM)   TUK   UNMTEI)   .STATES   TO    ACS'I'IJAIJ A.  743 

In  a  note  to  tins  parngrnpli  of  tlie  Australia  Dircclori/,  it  is  added:  "Tii  summer,  liowevcr,  a  route  on 
tlic  principle  of  great  circle  sailing,  termed  'composite  route,'  ma}^  be  advantageously  adopted.  See  Tahks 
to  Facilitate  the  Practice  of  Great  Circle  iSuiliiij.  By  J.  T.  Towson.  Third  edition,  page  41) ;  published  at  the 
Ilydrographic  Office,  Admiralty." 

Page  49  of  the  very  excellent  work  of  Mr.  Towson's,  "'j'o  facti.itate  the  tractice  of  great  cikcee 
SAILING,"  contains  simply  an  example  lor  linding  the  di.stance  run,  by  what  he  terms  the  "composite  track," 
between  latitude  4r5°  11'  S.,  and  latitude  3o°  S.,  the  difference  of  longitude  being  140"  30'. 

Now,  in  going  to  Mr.  Towson's  very  convenient  tables  to  get  out  the  "composite  track"  for  tlie  route 
which  the  investigations  connected  witli  the  Wind  uinl  Cim-eul  Cliihis  induce  me  to  recommend,  and  wliich 
shall  be  the  best  that  the  winds  and  the  ice  will  allow,  tlie  navigator,  instead  of  taking  the  Cape  of  Good 
Hope,  or  its  latitude,  as  one  of  his  points,  should  take  the  parallel  ui)on  which  he  loses  tlie  S.  E.  trades  in 
the  Atlantic;  and  instead  of  taking  the  dilference  of  longitude  between  the  prime  meridian  and  Australia, 
or  140°  30',  as  one  of  the  arguments  of  the  calculation,  he  should  take  for  that  the  difference  of  longitude 
between  Australia  and  the  meridian  ui)on  which  ho  happens  to  be  wln-n  he  loses  the  said  S.  E.  trade-winds 
in  the  South  Atlantic,  which  would  be  from  170°  to  175°. 

The  maximum  latitude,  or  the  "  vertex,"  which  he  should  use,  will  depend  upon  tlie  season  of  the  year; 
and  what  that  "vertex"  is  to  be  for  any  season,  is  one  of  the  objects  of  present  in([uiry,  and  of  these 
investigations  touching  the  Australian  route;  it  will  depend  upon  winds,  weathei',  ice,  c^c. 

I  hope  tlie  abstract  logs  from  vessels  iu  tliat  trade  will,  ere  long,  enable  me  to  make  a  satisfactory  and 
proper  decision  upon  this  point.  For,  by  ascertaining  that  point,  I  expect  to  be  able  to  fix  delinitily  upon 
a  route  which  shall  bring  Australia  some  two  or  three  weeks,  perhaps  thirty  days,  nciirer  to  the  United 
States  and  Europe,  than  by  the  admiralty  route,  along  the  parallel  of  39°,  it  is  or  can  be. 

In  recommending  this  new  route,  and  a  route  \\liieh  differs  so  widely  from  the  favoriti-  route  of  the 
admiralt}',  I  should  remark  that  I  do  it,  not  because  it  is  merely  the  great  circle  route,  nor  liecause  it  has 
anything  to  do  with  the  composite  track,  but  because  the  winds,  and  the  sea,  and  the  distance,  are  all  such 
as  to  make  this  route  the  quickest.  I  say  the  sea,  because  I  suppose  there  is  no  danger  fnun  icebergs  if  a 
proper  look-out  be  kept;  though  I  .should  state  that  this  is  a  mere  supposition  of  my  own,  for  I  have  no 
special  information  bearing  directls'  ui)on  the  subject,  further  than  the  silence  of  the  lew  navigators  who 
have  pursued  this  route ;  for  in  their  logs  1  find  no  mention  of  icebergs. 

The  Sailing  Directions  of  the  Admiralty,  though  they  mention  islands  of  ice,  which  have  been  seeu  in 
the  bcginnintj  of  summer  as  high  as  4(5°  or  47°  S.,  nevertheless,  recommend  vessels  to  go  south  only  in  the 
summer.  Summer  would  be  the  time  for  icebergs;  and  I  infer,  therefore,  that  the  case  mentioned  is  the 
only  one  concerning  the  danger  of  icebergs  by  the  way  that  has  of  late  been  properly  autlicnticated  before 
the  admiralty. 

I  do  not  venture  lightly  or  without  reflection  to  differ  with  the  Ilydrographic  Office  of  England,  in 
matters  of  this  .sort.  That  is  high  authority,  1  am  aware.  I  allude  to  its  work,  and  the  opinions  uttei-ed 
by  it,  with  the  utmost  respect.     The  object  that  I,  and  those  who  co-operate  with  me,  have  in  view,  is  the 


744  THK    WIND    AND    CUKRENT    CHAKTS. 

object  for  -wliicb  the  great  Ilydrograpliic  Office  of  the  world — that  of  the  British  Admiralty — was  esta- 
blished and  is  maintained,  viz :  for  the  improvement  of  navigation,  the  benefit  of  commerce,  and  the  good 
of  the  seafaring  community. 

Our  objects  being  the  same,  therefore,  when  my  investigations,  which  have  so  far  been  carried  on 
through  a  separate  and  independent  system  of  observations,  lead  me  to  results  which  diifer  from  conclu- 
sions by  others,  I  may  surely  be  permitted  to  announce  these  results;  and  if  they  differ  from  admiralty 
authorities,  I  may  also  be  permitted,  without  offence,  to  allude  to  that  diflerence,  and  to  show,  by  facts  and 
observations,  not  which  side  is  entirely  right — for  that  is  not  alwaj's  the  case  with  either — but  which  is 
the  less  wrong. 

In  further  proof  that  the  route  recommended  in  the  Sailing  Directions  of  the  Admiralljj  is  too  far  to  the 
north  for  the  best  winds,  I  shall  quote  from  several  abstract  logs;  indeed,  I  might  say,  from  all  which  have 
been  received  fron^  Australian  traders,  for  they  all  go  to  show  the  same  thing. 

The  following  is  directly  to  the  point.  It  is  from  the  abstract  log  of  the  barque  Gem  of  the  Sea, 
Captain  Albert  Bowen,  from  New  York  to  Australia,  in  1S53: — 

"  Before  sailing,  I  obtained  an  English  directory  for  the  Indian  Ocean  and  Australia,  published  in 
1843,  which  recommended  crossing  in  the  latitude  of  o9°  south,  which  I  followed,  and  Avhich  I  think 
greatly  prolonged  m}'  passage.  I  would  advise  going  as  far  south  as  48°,  where  they  will  get  a  strong 
steady  wind  from  the  westward.  By  crossing  in  39°,  I  very  unexpectedly  got  a  great  deal  of  northerly 
and  easterly  wind,  with  more  calms  and  light  winds  than  I  ever  experienced  before.  I  have  crossed  the 
Indian  Ocean  both  in  summer  and  winter,  but  never  experienced  half  so  much  easterly  winds  in  all 
before." 

Captain  George  II.  Ileaton,  of  the  English  emigrant  ship,  Thomas  Arbuthnot,  sends  me  a  beautiful 
abstract  log  of  a  voyage  in  that  ship  from  Plymouth  to  Sydney.  She  sailed  October  5 ;  followed  the 
admiralty  route  by  passing  near  the  Cape  of  Good  Hope,  and  running  along  thence  due  east  near  the 
parallel  of  89°  or  40°  S.  Erom  the  time  she  lost  the  S.  E.  trades  in  the  Atlantic  (22°  S.)  to  Sydney,  she 
had  63  days.     This  was  in  1848. 

In  June  of  the  same  year.  Captain  Ariaans,  of  the  Bremen  ship  Leontine — and  from  whom  I  have 
received  a  most  valuable  contribution  in  the  shape  of  a  number  of  admirably  kept  abstracts — also  with 
the  same  SaiJinij  Directions  for  his  guide,  took  likewise  the  admiralty  route. 

From  the  time  of  his  losing  the  S.  E.  trades  in  the  Atlantic — June  9,  latitude  26°  S. — to  Adelaide, 
she  had  53  days. 

On  this  passage,  she  barely  touched  the  parallel  of  40°  S.  once.  Now,  this  was  in  the  southern  winter, 
when  those  "brave  west  winds"  of  the  extra-tropical  south  make  their  nearest  approach  to  the  equator. 
The  Leontine  found  at  this  season  of  the  year  these  west  winds  as  constant  and  as  steady,  between  38°  and 
40°,  as  the  Arbuthnot,  at  her  season  of  the  year,  would  have  found  them  along  the  2:)arallcl  of  45°  or  46°. 

I  quote  so  much  of  this  abstract  as  relates  to  this  jiart  of  the  passage : — ■ 


KOUTES    FKOM    JiL  KOI'E    AND   THE    UMTEl)    STAIES    TO    AUSTKALIA. 


I -to 


Abstract  Log  of  the  Bremen  Ship  Leontine  (W.  T.  AniAANs).     Bremen  to  Port  Adelaide,  South  Australia,  1848. 


Latitude 

TIIKl 

.  9  A.  M. 

WIXD.S. 

Date. 

Longitude      Bar. 

REMARKS, 

at  noon. 

at  noon.                   Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

1848 

June    9  2o°42'S. 

41°06'W.30.0  69° 

69° 

N.  E. 

N. 

N. 

Brisk  and  cloudy. 

10  27  54 

37  41 

29.9  '68 

69 

N.E. 

N.  E. 

N.E. 

Brisk  and  cluudy. 

11  29  49 

34  50 

29.9  '68 

69 

N.N.E. 

N.  N.  E. 

N.  E. 

Brisk  and  cloudy. 

12  31  44 

31  16 

29.9  '68 

69 

N. 

N. 

N. 

Brisk  and  cloud^^ 

13  33  05 

27  09 

30.0 

an 

68 

N. 

N. 

N. 

Brisk  and  cloudy. 

14  34  18 

22  57 

30.0 

68 

68 

N. 

N. 

N. 

Very  brisk  and  pleasant. 

15  'No  obs. 

No  obs. 

29.8 

68 

68 

N. 

N.N.W. 

N.N.W. 

Very  brisk  with  rain. 

16  No  obs. 

No  obs. 

30.0 

68 

68 

N.  N.  W. 

N.  \V. 

N.  W. 

Very  bri.sk  with  rain. 

17  34  22 

9  19 

30.0 

68 

68 

N.N.W. 

N.  N.  W. 

N.  N.  W. 

Very  brislc  and  clear. 

18  34  16 

4  39 

30.0 

68 

68 

N.  N.  W. 

N.N.W. 

N.  N.  W. 

Vei-y  bri.-^k  and  clear. 

19  ,34  22 

0  35 

30.0 

69 

68 

N.N.W. 

N.N.W. 

N.N.W. 

Moderate;  fine  weather. 

20  34  36 

1  19  E. 

30.0 

69 

68 

N.  W. 

N.W. 

N.  W. 

Moderate;  fine  weather. 

21  135  18 

4  30 

30.0 

69 

68 

N.W. 

N.W. 

N.W. 

Moderate;  fine  weather. 

22 

36  06 

8  11 

30.0 

67 

67 

N.W. 

N.W. 

N.W. 

Moderate;  fine  weather. 

23 

36  43 

12  30 

30.0 

67 

67 

N.W. 

N.W. 

N.  W. 

Brisk  and  cloudy. 

24 

No  obs. 

No  obs. 

29.8 

67 

67 

N.N.W. 

N.N.W. 

N.  N.  W. 

Commences  moderate;  increas- 
ing wind. 

25 

35  44 

17  55 

29.9 

67 

67 

W. 

S. 

S. 

Unsteady  and  baffling. 

26 

36  40 

19  46 

30.0 

65 

68 

S.E. 

S.  S.  E. 

S.E. 

Moderate. 

27 

37  48 

19  48 

64 

68 

A'ariable 

Variable 

Variable 

Variable;  light  and  calm;  heavy 
swell  from  eastward. 

28 

38  14 

23  55 

29.7 

64 

68 

S.W. 

S.W. 

S.W. 

Brisk. 

29 

37  18 

27  49 

29.9 

iSQ 

66 

W.  S.  W. 

S. 

S.  S.  E. 

Brisk  with  heavy  squalls. 

30 

37  02 

28  01 

30.0 

i^G 

66 

S.S.E. 

S.S.E. 

S.S.E. 

Brisk  with  heavy  squalls. 

July    1 

38  20 

32  00 

30.0 

65 

66 

S. 

S. 

S. 

Moderate;  fine  weatlier. 

2 

38  31 

34  50 

30.0 

66 

66 

S.W. 

S.W. 

S. 

Moderate;  fine  weather. 

8 

38  38 

86  27 

29.9 

67 

m 

S.W. 

N.AY. 

W.N.W. 

Light  and  baffling. 

4 

38  26 

41  28 

30.0 

65 

65 

N.W. 

N.W. 

N.E. 

Brisk  and  cloudy. 

5 

38  50 

45  54 

30.0 

61 

60 

N.  N.  W. 

N. 

N.W. 

Brisk  and  cloudy. 

6 

38  49 

49  02 

30.0 

60 

60 

N.  N.  W. 

N.N.W. 

N.N.W. 

Brisk  and  cloudy. 

7 

38  18 

51  58 

30.0 

00 

60 

N.  N.  W. 

N.W. 

N. 

Brisk  and  clear. 

8 

N"o  obs. 

No  obs. 

30.0 

65 

04 

N.  N.  W. 

N.W. 

N.W. 

Moderate  with  rain. 

9 

^7  56 

60  88 

30.0 

65 

65 

N.W. 

N.N.W. 

N.  N.  W.'Brisk  and  clear. 

10 

N^o  obs. 

No  obs. 

29.8 

65 

65 

N.W. 

W. 

W.       Squally  with  rain. 

11 

!8  88 

68  88 

29.8 

65 

64 

W. 

W.byN. 

W.  by  N.  Squally  with  rain. 

12 

J9  09 

71  56 

30.0 

66 

66 

W.N.W. 

N.W. 

N.  W.     Fine  breeze  and  cloudy. 

13 

39  41 

No  obs. 

30.0 

66 

66 

N.W. 

W. 

S.  W.     Squally  with  thunder  and  light- 

14 

39  41 

80  00 

30.0 

67 

66 

W.S.W. 

W. 

S.W. 

Very  brisk;  clear. 

15 

39  57 

85  21 

29.8 

m 

66 

W. 

W. 

W. 

Very  brisk;  occasional  rain. 

16 

40  08 

89  59 

29.5 

66 

66 

N.  W. 

W. 

N.W. 

Unsteady,  blowing  hard  at  times. 

17 

39  08 

94  37 

29.6 

66 

66 

W. 

W. 

W.       Brisk  and  cloudy. 

18 

38  57 

98  14 

30.0 

66 

m 

W. 

N.W. 

N.  W.    'Fine  breeze  and  clear. 

19 

No  obs. 

No  obs. 

30.0 

65 

m 

N.N.W. 

N. 

N.  W.     Fine  breeze  and  cloudy. 

20 

-39  12 

107  07 

30.2 

64 

66 

N.N.E. 

N.N.E. 

N.  N.  E.  Fine  breeze  and  clear. 

21 

39  03 

111  02 

30.2 

67 

66 

N.N.E. 

N. 

N.        Fine  breeze  and  clear. 

22 

38  18 

115  20 

30.0 

66 

66 

N. 

N.W. 

N.        Fine  breeze;  drizzling  rain. 

23 

37  22 

119  17 

29.9 

m 

m 

N.W. 

W.N.W. 

W.N.W. Fine  breeze;  drizzHng  rain. 

24 

36  16 

123  30 

29.9 

68 

67 

W.S.W. 

W.S.W. 

W.  S.  W.  Pleasant  breeze. 

25 

36  04 

126  42 

30.0 

67 

67 

S.S.W. 

S.W. 

W.S.W. 

Pleasant  fine  weather. 

26 

36  00 

131  02 

30.0 

67 

67 

S.W. 

W.  S.  W. 

S.W. 

Pleasant  fine  weather. 

27 

35  31 

138  25 

30.1 

68 

67 

W.  S.  W. 

S.W. 

W.  S.  W. 

Pleasant  fine  weather. 

28 

25  35 

184  25 

30.0 

68 

67 

W.S.W. 

s. 

W.S.W. 

Moderate,  with  rain. 

29 

No  obs. 

135  14 

30.0 

68 

65 

S.E. 

E.S.E. 

S.E. 

Light  airs,  with  rain. 

30 

No  obs. 

No  obs. 

80.0 

68 

64 

N.E. 

N. 

E.N.E. 

31 

No  obs. 

No  obs. 

30.0 

68 

64 

N.E. 

N.E. 

N.E. 

Aug.  1 

No  obs. 

No  obs. 

i 

N.E. 

N.E. 

N.E. 

Arrived  at  Port  Adelaide. 

94 


74:6  TUE  WIND  AND  CUEBENT  CHARTS. 

I  have  arranged  the  winds  in  columns,  in  order  that  their  great  predominance  from  the  westward 
might  the  better  be  seen  at  a  glance. 

Captain  Ariaans  tried  this  route  again  at  the  same  season  of  the  year  in  1850.  "With  experience  now 
to  o-ulde  him  he  ventured  farther  to  the  south,  and  though  he  only  went  about  two  degrees  and  a  half 
farther  south,  he  gained  by  it  nearly  a  week. 

From  the  time  when  he  lost  the  S.  E.  trades,  June  24,  lat.  24°  S.,  to  Adelaide,  she  had  47  days;  thus 
gainino-,  by  edging  away  only  two  or  three  degrees  south  of  the  admiralty  route,  five  days. 

I  quote  this  abstract  log  also: — 


r.Ol'TKS    l''l 

;o  M 

KUROl'K    A\D   THE 

rNITKI)  STA'l'KS    TO    AUSTKAI.IA.                                                  747 

Abstract  Log  of 

tlie  Bremen 

Ship  Leontine  (W.  T.  x\uiAANs).     Bremen  to  Port  Adelaide,  Soidh  Australia,  1850. 

TIIEK.   9  A.  M. 

WINDS. 

Date. 

Lntitiule 

Longitude 

Bar. 

1 

UK.MAIIKS. 

at  noon. 

at  noon. 

Air. 

Water. 

Fir.st  part. 

Middle  part. 

Latter  part. 

1850 

I 

June  24  1 

>4°11'S. 

32°44'W. 

S.E. 

E.  S.  E. 

E.  N.  E.    iModcrate  breeze. 

25  ] 

^0  obs. 

No  obs.    { 

50.0 

N.E. 

N. 

N.  N.  W. 

Moderate  breeze. 

26  i 

11  19 

26  43       ; 

30.0    ' 

'0° 

70° 

N.N.W. 

N.N.W. 

N.AV. 

Moderate  breeze;  cloudy. 

27  \ 

28  24 

23  48 

N.  W. 

W. 

N.  W. 

Moderate  breeze;  cloudy. 

28  ' 

Z9  58 

23  57 

>9.8  ( 

37 

67 

S.  S.  E. 

S.  E. 

E.S.E. 

Light  airs;  cloucly. 

29 

31  44 

23  14 

E. 

N.  E. 

N.  E. 

Light  airs;  cloudy. 

30 

33  05 

20  38 

29.8  ( 

37 

67 

N.  K. 

N.N.E. 

N.W. 

Light  airs;  cloudy. 

July    1 

^0  obs. 

No  obs. 

29.8 

N.  W.  by  N. 

N.W.byN. 

N".  W.  by  N.  Light  airs;  cloudy. 

2 

35  49 

14  30 

34 

66 

N.W. 

W. 

AY. S.W.    Moderate;  clear. 

3 

36  26 

10  16 

29.9 

W.S.W. 

s.  w. 

S.S.W.    i Moderate;  clear. 

4 

35  52 

6  27 

29.8 

s.s.^Y. 

s. 

SbyE. 

Licreasing  wind;  thunder  and 
lightning;  rain. 

5 

35  29 

2  48 

29.9 

1)2 

66 

s.  s.  w. 

s.  s.  w. 

S.  S.  W. 

Strong  breeze;  hail  and  rain 
Sf^ualls. 

6 

35  54 

0  16  E. 

29.9 

1)4 

65 

s.  s.  w. 

s.w. 

AY. 

Strong  breeze;  hail  and  rain 
squalls. 

7 

36  47 

3  35 

29.9 

33 

64 

AY. 

N.  W. 

AY. 

Strong  breeze;  hail  and  rain 
squalls. 

8 

37  33 

7  40 

29.7 

31 

60 

N.W. 

N.  W. 

N.  AY.      jA''ery  unsettled;   high  sea. 

9 

38  09 

11  58 

29.8 

57 

52 

N.W. 

W. 

N.  AY.       Strong  wind;  high  sea. 

10 

38  37 

16  42 

29.8 

60 

54 

N.W. 

N.  W. 

N.  AY.       Strong  wind;  cloudy. 

11 

38  56 

21  02 

29.8 

58 

52 

W.  N.  W. 

W.  N.  AV. 

W.N.  AY.  ;Strong  wind;  cloudy. 

12 

40  08 

25  03 

29.7 

57 

52 

W.  N.  W. 

W.N.AV. 

AY.N.AY. 

Brisk  and  pleasant. 

13 

40  47 

28  06 

29.7 

56 

53 

N.E. 

N. 

N.E. 

Fine  breeze;  clear. 

14 

41  40 

31  13 

29.8 

56 

53 

N. 

N. 

N. 

Light  airs ;  clear. 

15 

42  26 

34  16 

30.0 

52 

50 

N.E. 

N.E. 

N.E. 

Light  airs;  clear. 

16 

42  42 

39  24 

30.0 

49 

45 

N.N.B. 

N.N.E. 

N.N.E. 

Brisk  airs;  clear. 

17 

No  obs. 

No  obs. 

29.9 

45 

43 

N.  N.  E. 

N. 

N.AY. 

Light  airs  and  foggy. 

18 

42  16 

48  00 

29.7 

39 

43 

N.W. 

W. 

S.S.E. 

Light  breeze. 

19 

41  46 

51  09 

30.0 

39 
4f) 

36 
46 
43 

S.S.E. 

E. 

N.E. 

Moderate. 

20 

No  obs. 

No  obs. 

29.9 

49 

N.E. 

N. 

N.AY. 

Fresh  breeze;  cloudy. 

21 

No  obs. 

No  obs. 

29.9 

48 

47 

N.  W. 

N. 

N.AY. 

Fresh  bi-eeze;  cloudy. 

22 

42  44 

65  24 

30.0 

54 

52 

N.  N.  W. 

W. 

N. 

Fresh  breeze;  pleasant. 

23 

No  obs. 

No  obs. 

29.8 

54 

52 

N.N.W. 

W. 

S.AY. 

Aloderate,  then  heavy  squalls 
and  rain. 

24 

42  28 

75  28 

29.8 

50 

54 

s.w. 

S.W. 

AY. 

Heavy  squalls  withhail  and  snow. 

25 

42  10 

80  10 

29.7 

51 

54 

W.  N.  W. 

s.  w. 

AY.  S.AY. 

Heavy  thunder  and  lightning, 
hail-storm,  kc. 

26 

41  17 

84  59 

29.8 

54 

53 

W.  S.  W. 

s.  w. 

S.AY. 

A^iolent  squalls;  thunder  and 
lightning. 

27 

39  59 

89  44 

29.9 

S.S.W. 

s. 

S. 

Squally;  ends  moderate. 

28 

38  49 

93  19 

i29.9 

s. 

s.  s.  w. 

S.  S.  W. 

Brisk  and  moderate;  clear. 

29 

38  44 

96  03 

s.s.w. 

Variable 

AY.  N.W. 

Variable  wind;  good  weather. 

30 

38  40 

98  48 

W.N.AV. 

W.  N.  W. 

W.N.  AY. 

Moderate  breeze;  clear. 

31 

38  42 

101  50 

30.0 

59 

59 

N.W. 

N.W. 

N.AY.      'Moderate  breeze;  clear. 

Aug.   1 

38  56 

105  03 

I3O.O 

N.W. 

W. 

N.N.  AY.   1  Light  airs;  clear. 

2 

39  02 

109  42 

30.0 

63 

64 

N.  N.  W. 

N. 

N.         Brisk,  with  rain. 

3 

'38  56 

114  14 

N. 

N.  W. 

W.         iChangeable;  at  times  heavy  wind. 

4 

38  33 

118  00 

64 

64 

W. 

AV. 

S.AY.      1  Moderate;  clear. 

5 

38  29 

120  00 

s.  w. 

A'ariable 

N.E.        Changeable;  light  airs. 

6 

38  22 

125  05 

N.N.E. 

N. 

N.         13risk  and  very  pleasant. 

7 

37  56 

127  56 

N. 

N.  N.  E. 

N.  N.  E.     Increasing  wind  and  sea. 

8 

No  obs. 

No  obs. 

29.8 

N. 

N.N.B. 

N.  N.  E.     Heavy  wind  and  high  sea. 

9 

36  06 

134  34 

N.W. 

AV. 

S.         jSquaily  with  rain ;  pleasant. 

10  35  44 

1 

136  21 

S.S.W. 

S.  W. 

Variable  .Commences  moderate;  ends  calm. 

748  THE    WIND    AND    CUKRKNT    CUAllTS. 

In  1852,  and  at  the  same  season  of  the  year,  Capt.  Cave,  of  the  American  ship  Helena,  went  on  the 
same  voyage  from  New  York.  lie  was  very  near  or  actually  on  the  parallel  of  40°  S.  for  twenty-three 
days  consecutively,  making  in  that  time  103°  of  longitude,  or  on  the  average,  4°  28'  per  day.  The  Leon- 
tine,  on  her  second  trip,  was  in  the  same  latitude,  fifteen  days  consecutively,  during  which  she  made  C5°  of 
longitude,  or  on  the  average  4°  20'  per  day. 

She  was  on  or  near  the  parallel  of  38°  S.  for  eleven  days  consecutively,  during  which  time  she  made 
Ijut  34°  of  longitude,  thus  averaging  3°  per  day  against  4°  20'  and  4°  28'  on  the  other  trips ;  and  which 
each  of  the  two  vessels  accomplished  by  going  a  little  forther  south,  but  into  a  region  of  much  better 
winds. 

The  Ilelena  took  the  "brave  west  winds"  of  this  route  in  lat.  32°  S.,  long.  27°  W.,  and  with  the  excep- 
tion of  two  days  near  the  Capo  of  Good  Hope,  did  not  record  a  wind  Avith  easting  iu  it — but  for  one  day — 
thence  to  Port  Philip.  From  the  meridian  of  the  cape,  in  lat.  39°,  he  had  a  run  of  twenty-seven  days  to 
the  golden  land.  He  kept  along  near  the  pai-allel  of  41°,  and  avei'agcd  nearly  five  degrees  of  longitude 
a  day. 

The  Gem  of  the  Sea,  the  Bremen  ship,  tlie  Englisli  ship,  and  the  American  ship,  all  aftbrd  practical 
illustrations  of  the  error  into  which  the  Admiraltij  Suiling  Dircctious  have  led  navigators,  by  teaching  them, 
when  bound  to  Australia,  to  consider  themselves  as  on  the  India  route  as  far  as  the  Cape  of  Good  Hope. 
The  two  routes  really  run  together  no  farther  than  the  calms  of  Capricorn  in  the  Atlantic.  Here  they 
turn  off  from  each  other  at  sharp  angles;  that  for  the  laud  of  gold  being  nearly  due  south,  that  for  India  a 
little  to  tlie  south  of  east. 

"With  the  view  of  farther  illustrating  these  facts,  as  well  as  the  route,  T  quote  the  Helena's  abstract  log 
from  July  15,  taking  her  up  in  her  greatest  longitude  west  after  crossing  the  equator,  which  she  did 
July  4,  loug.  31°  30'  west.  She  moreover  appears  to  have  found  the  belt  of  horse  latitudes  south, 
quite  broad,  for  she  was  iu  baflling  winds  from  20°  to  27°  S.  (five  days.) 


ROUTES    FKOM   EUKOPE   AND   THE    UXITEU   STATES   TO   AUSTKALIA. 


749 


Abstract  Log  of  the  Ship  Helena  {F.  II.  Cave),  New  York  to  Port  Philip,  A 

nslralia,  18.52. 

THEB 

.  9  A.  M. 

WINDS. 

Date. 

Latitude 

Loiifcitude 

at  noon. 

Bar. 

UKMAIIKS. 

at  iiouu. 

Air. 

AVater. 

First  part. 

Middle  part. 

Latter  part. 

July 

20    32°15'S. 

27°39'W. 

60° 

62° 

N. 

N.  N.  W. 

N.  N.  W. 

Stiotif^  bi-eczes  iuid  cloudy. 

21  ;33  4U 

24  14 

57 

64 

N.  N.  W. 

N.  W. 

W.  N.  W. 

Strong  l)reezc8  and  rough  soa. 

22  '35  OG 

19  38 

57 

56 

W.  N.  W. 

W.  N.  AV. 

W.  N.  W. 

iStrong  breezes  and  s([ually. 

23  135  12 

14  47 

56 

56 

W. 

W. 

W. 

Strong  gales  and  squally. 

24*l35  14 

10  28 

56 

58 

W.  by  S. 

W.  by  S. 

W.  by  S. 

Strong  gales  and  squally. 

25* 

36  11 

6  42 

61 

56 

s.  w. 

S.  W.  to  N. 

N.  N.  W. 

Moderate  and  passing  clouds. 

26* 

36  53 

2  35 

58 

55 

N.  N.  W. 

N.  AV. 

N.W. 

Moderate  and  squally. 

27 

37  46 

1  56  E. 

56 

55 

W.  N.  W. 

N. 

W. 

Moilcrate  and  squally. 

28 

37  33 

6  00 

56 

55 

W.  N.  W. 

W.  N.  W. 

N.  W. 

Baflling  with  hail  scjualls. 

29 

38  12 

10  50 

56 

56 

N.  W.  by  W. 

N.  \V.  by  W. 

N.  W.  by  W. 

Strong  gales  and  squally. 

30 

38  24 

15  12 

60 

51 

W.N.W. 

W.  N."W. 

W.  N.  W. 

First  strong,  middle  gale,  ends 
moderate. 

31 

38  23 

17  23 

60 

51 

W.  N.  W. 

S.  S.E. 

s. 

First  and  middle  strong  and 
squally,  ends  light  and 
cloudy. 

\.ug. 

1    38  3G 

20  31 

60 

60 

S.  to  S.  E. 

Calm. 

E. 

Light,  baflling,  and  rainy. 

2  !39  12 

23  34 

66 

65 

E. 

N.  E. 

N.E.toN. 

Moderate  and  jiassing  clouds. 

3    39  18 

27  4y 

62 

58 

N. 

N. 

N. 

Moderate  and  passing  clouds. 

4   40  07 

32  48 

29.50 

60 

56 

N. 

N.  by  E. 

N.  N.  E. 

First  moderate,  middle  squal- 

ly, ends  fine. 

5 

39  50 

35  50 

29.95 

58 

56 

N. 

S.  W. 

W.  to  S. 

Light,    calm,   moderate,   and 

S(|ually. 
Baflling  and  squally. 

6 

29.69 

56 

54 

N.  E.  by  E. 

N.  E. 

N.  to  N.  W. 

7 

40  41 

44  01 

29.70 

54 

51 

N.W. 

W. 

W. 

Commenced  moderate  and 
squally  with  rain  ;  ends 
gales  and  squall}'. 

8t'40  31 

47  13 

29.96 

56 

48 

W. 

S.  W.  to  W. 

N. 

Strong,     baffling,     moderate, 

and  squally. 

9 

41  06 

52  28 

29.80 

58 

54 

W.  N.  W. 

N.W. 

N.  W. 

Commenced  moderate  ;  ends 
strong. 

10 

41  59 

58  06 

29.40 

56 

52 

N.  W.  to  N. 

N. 

N. 

Strong  breezes  and  passing 
clouds  ;  ends  strong  gales. 

11 

41  53 

62  22 

29.09 

58 

50 

N. 

W.  N.  W. 

W.  N.  W. 

Strong  gales  and  heavy  sea. 

12 

41  05 

67  09 

29.20 

58 

50 

W. 

W.  S.  W. 

W.  S.  W. 

Strong  gales  and  heavy  sea. 

13 

39  52 

71  56 

29.70 

56 

54 

w.  s.  w. 

w.  s.  w. 

s.  w. 

Strong  gales  and  heavy  sea; 
ends  more  moderate. 

14  [so  57 

76  46 

29.80 

54 

52 

w.  s.  w. 

w.  s.  w. 

w. 

Fine  breezes  and  pleasant. 

15  ko  01 

81  33 

29.50 

56 

52 

W.  N.  W. 

w. 

w. 

Moderate  and  strong  breezes 

and  squally. 

16 

40  08 

86  15 

29.40 

56 

52 

W.S.W.  toS. 

s.  w. 

W.  N.  W. 

Strong  breezes,  and  gales, 
and  squally. 

*  The  course  of  this  clever  navigator,  from  July  18  to  24,  proves  what  I  say.  Tlie  Helena  was  aiming  for  the  \isual  track  around  the  Cape  of 
lOod  Hope.  She  did  not  take  the  fork  in  the  route,  to  which  I  have  alluded;  and,  by  so  missing  her  way,  she  certainly  prolonged  her  passage 
lonsiderubly.  She  should  have  run  down  witli  the  winds  on  her  quarter  upon  a  S.  S.  E.  course,  or  tliore  away,  until  she  got  the  "westerly  trades," 
he  northern  verge  of  which  she  found  July  29 ;   that  is,  11  days  after  losing  the  S.  E.  trades,  and  near  the  parallel  of  38°  south. 

f  Here  she  appears  to  have  got  regularly  into  the  westerly  trades.  And  now  it  is  not  difficult  to  cast  back  and  see  how  much  the  clever  master 
f  this  ship  would  have  gained,  if  he  had  had  these  Sailiiic/  Directions  before  him:  or  if,  on  the  18th  of  July,  he  had  stood  away  a  little  to  the  east^ 
fard  of  south,  reaching  the  parallel  of  45°  somewhere  about  2.5°  or  30°  west,  and  then  edging  up  east,  but  still  keeping  to  the  soutliward. 

The  nearer  the  poles  the  shorter  the  degrees  of  longitude. 

Ships  intending  to  take  this  route  should  be  well  manned  and  found,  that  they  may  stand  the  boisterous,  rolling,  and  rough-weather  run  that 
lay  be  expected  along  this  route  of  fair  winds. 


750 


THE  WIND  AND  CUREENT  CHARTS. 


Ahstracl  Log  of  the  Shi])  ZTeZena— Continued. 


Date. 


Latitude 
at  noon. 


Longitude 
at  uoon. 


Aug.  17  39°50'  S. 

18  39  30 

19  39  23 

20  39  42 


lEK.  9  A.  M. 


Bar. 


Air.;  Water. 


First  part. 


90°30'  E.  29.20  50°i  51° 


21 

22 
23 


40  25 


94  58 
100  07 
105  19 
109  29 


29.30,54  !  50 
29.40  50  1  50 


Middle  part.        Latter  part. 


40  29       !114  35 

40  22       119  32 


24  140  21 
25 


26 


40  23 

No  obser 


27  '41  01 

28  39  32 


29 


No  obser 


122  41 

128  09 

vation. 


136  14 
140  07 

vation. 


;29.40 
i29.45 

29.64 

I 
29.76 

29.70 

29.58 


49 


51 


50 
50 


56     50 


50 


56 
54 

54 


52 
60 


50. ^ 


50 
50 

50 


50 
56 


w.  s.  w. 

w.  s.  w. 
s.  w. 

W.  N.  W. 

W.  N.  W. 
W.toW.S.W. 


s.w. 

N.  W. 

N. 


N.  W.  toW. 
N.W. 

W. 


w.  s.  w. 

w.  s.  w. 

w.  s.  w. 

s.  w. 

W.  N.  W. 

w. 

w.  s.w. 


N.  W.  to  N. 

N. 

N.N.E. 


W. 
W. 

w. 


Heavy  gales,  and  squally ; 
with  hail,  thunder,  and 
lightning.  _ 

Heavy  gales  and  squally,  with 

hail. 
Heavy  gales  and  squally,  with 

hail. 
Heavy  gales  and  squally,  with 

hail. 
First  and  middle  moderate ; 
ends   strong,    and   passing 
clouds. 
First,    strong    and    squally; 
ends  clear  and  strong  gales. 
First,  strong   gales  and  liail 
squalls;  middle  moderating; 
ends  moderate  and  clear. 
N.  W.        Moderate,  calm,  and  baffling. 
N.  Strong    breezes   and  passing 

clouds. 

N.  N.  E.      Commences  moderate  ;   mid- 
dle and  heavy  gales,  and 
thick  rainy  weather. 
N.  W.  to  N.   Strong  gales  and  squally. 
W.  Commences  strong  gales  and 

rainy;  ends  fine  breezes. 
N.  W.  and    Commences    strong    breezes 
baffling.  and  clear  ;  2  A.  M.  made 

the  land  ;  ends  baffling. 


w.  s.  w. 

w.  s.  w. 

s.  w. 

W.S.W.toW. 
W.  N.  W. 

W. 

S.W. 


The  Helena  s  log  aflurds  a  very  good  illustration  as  to  the  mistake  which  the  Australian-bound  trader 
is  very  apt  to  make,  by  supposing  that  his  route  through  the  South  Atlantic  lies  along  the  usual  track  of 
vessels  bound  around  the  Cape  of  Good  Hope.  The  Australian  route  is  not  the  Old  India  route  any 
farther  than  the  polar  edge  of  the  S.  E.  trades. 

Both  from  America  and  Europe  the  route  to  Australia,  as  far  as  the  calms  of  Capricorn,  is  perfectly 
understood;  so  far,  it  is  the  route  around  Cape  Horn,  and  it  is  the  route  also  around  the  Cape  of  Good  Hope. 
The  saving  already  effected  for  this  part  of  the  route  from  the  United  States  is  on  the  average  ten  days. 
With  the  assistance  of  navigators  in  the  Australian  trade,  I  hope  to  reduce  the  average  of  the  passage  for 
the  vessels  of  all  nations  to  that  land  of  gold,  at  least,  another  ten  or  fifteen  days,  probably  more.  A  vast 
gain  of  time  in  that  voyage  is  to  be  made  upon  the  admiralty  route. 

At  the  last  meeting  of  the  British  Association,  it  was  stated  by  a  distinguished  gentleman  from  Bombay, 
that,  where  he  came  from,  it  was  estimated  that  a  set  of  Charts  and  Sailing  Directions  for  the  Eastern  Seas, 
based  upon  the  principles  of  these,  would  produce  an  annual  saving  to  British  commerce  that  would  bo 
erpiivalent  to  a  gain  of  $1,000,000  to  $2,000,000  (£250,000  to  £500,000). 


ROUTES   FRO>f   EUU01*K   AND   THE    UNITED   STATES   TO   AUSTRALIA.  751 

At  first,  I  thought  this  au  over-esthnatc  as  to  the  saving  they  would  effect,  even  for  the  whole  world,  ia 
all  parts  of  the  ocean.  I  thought  this,  because  I  had  never  computed  the  rate  per  ton  per  day,  that  shippers 
usually  pay  for  freight  across  the  high  seas. 

Between  Europe  and  the  United  States,  the  average  time  both  ways,  from  all  ports,  is  about  -iO  days; 
and  the  average  freight  about  $5  the  ton,  or  twelve  and  a  half  cents  per  ton  per  da}'. 

From  the  United  States  to  Hid,  the  average  time  is  about  45  days,  at  an  average  freight  of  S8  the  ton, 
which  is  at  the  rate  of  17.7  cents  the  ton  per  day. 

From  the  United  States  and  Europe  to  Australia,  the  average  passage  is  about  100  days,  and  the  aver- 
age fi-eight  about  $20,  or  20  cents  the  ton  per  day.  To  California,  the  freight  ranges  from  §25  to  $30  the 
ton,  with  an  average  passage  of  135  days.  This  also  gives  an  average  rate  of  freight  of  from  18  to  22  cents 
per  ton  per  day. 

To  be  within  the  mark,  let  us  assume  the  average  rate  of  freight  per  ton  per  day,  under  canvas,  on  these 
distant  voyages,  to  be  15  cents,  and  the  average  size  of  the  vessels  in  that  trade  to  be  only  500  tons  (it  is 
really  about  700). 

The  saving  to  be  effected  thereby,  to  vessels  co-operating  in  this  system  of  research,  at  15  cents  per  ton 
per  day  for  ten  days,  will  be  on  the  average  at  the  rate  of  §750i4»MMipf  for  each  vessel  of  500  tons,  whose 
passage  these  Charts  may  shorten. 

Supposing,  therefore,  that  150  vessels  only  per  month,  or  1,800  per  year  of  all  flags,  go  from  the  jjorts 
of  the  North  Atlantic  Ocean  to  Australia,  it  appears  that  the  amount  to  be  saved  here  is  even  greater  than 
the  estimated  amount  for  the  Indian  Ocean. 

The  United  States  alone,  therefore,  are  not  the  only  nation  that  is  interested  in  the  results  of  these 
investigations.     All  who  use  the  sea  are  interested  in  them  alike. 

But  the  Secretary  of  the  Navy,  the  lion.  J.  C.  Dobbin,  has,  on  the  part  of  the  United  States,  with  the 
view  of  enlisting  the  most  extensive  co-operation  in  this  common  plan  for  the  common  good,  authorized  all 
shipmasters  that  navigate  the  sea  under  friendly  flags,  to  be  placed  upon  the  same  footing  with  regard  to  the 
Wind  and  Current  Charts  which  American  shipmasters  occupy.  That  is,  any  merchant  captain,  whatever  be 
the  flag  he  sails  under,  who  will  agree  to  keep  and  furnish  an  abstract  log,  of  ei-eri/  voyage,  according  to  the 
form  prescribed  at  ]ip.  91  and  95,  and  on  the  terms  set  forth  at  p.  763  of  this  work,  will  be  furnished  therefor 
with  a  copy  of  these  Sailing  Directions,  and  of  such  sheets  of  the  Charts  as  relate  to  his  cruising  ground. 

Therefore,  before  applying  for  the  Charts,  each  master  should  furnish  himself  with  at  least  one  good 
chronometer,  one  good  sextant,  two  good  steering  compasses,  a  marine  barometer,  and  three  air  and  water 
thermometers,  which  barometers  and  which  thermometers  have  been  compared  mth  recognized  standards. 
I  say  at  least,  because  this  is  the  smallest  outfit  of  instruments  that  can  enable  the  navigator  properly  to 
perform  his  part  of  the  agi-eement. 

The  several  foreign  governments  invited  to  co-operate  in  this  system  of  research,  have  been  requested 
to  appoint  each  some  person  to  receive  these  Charts,  and  distribute  them  to  the  shipmasters  under  the  flag 
of  his  country,  who  are  properly  qualified  and  prepared  to  furnish,  in  the  required  form,  the  observations 
required. 


752  THE   WIND   AND   CURRENT   CHARTS. 

It  tlius  appears  tbat  navigators,  who  are  invited  to  co-operate  in  this  system,  arc  not  invited  to  labor 
for  naught.  There  is  a  prospect  of  direct  pecuniary  benefit  to  inure  to  every  ship,  the  result  of  whose 
observations  shall  contribute  to  the  shortening  of  the  passage  a  single  day ;  and  that  benefit  is  in  saving, 
at  the  rate  of  $75  per  day,  for  every  day,  on  every  voyage,  that  the  passage  of  a  vessel  carrying  500  tons 
merchandise  may  be  shoi'tened. 

A  clipper  ship,  well  handled,  and  with  a  good  streak  of  luck  in  making  the  rim  from  the  United 
States  into  the  variables  of  the  southern  hemisphere,  will  be  able,  now  and  then,  to  make  the  passage 
to  Australia  by  this  route  in  60  days,  if  not  in  less  time ;  but  in  60  days  it  can  be  accomplished  under 
canvas  alone.     It  used  to  be  a  ten-months'  voyage. 

In  that  trade,  clipper  ships  will  be  able  to  set  up  a  strong  opposition  to  steamers ;  for  if  we  take 
into  account  the  increased  distance  that  steamers,  touching  at  the  Cape  of  Good  Hope,  and  one  or  two 
other  places,  for  coal,  will  have  to  go,  together  with  the  delays  incident  thereto,  we  shall  see  that  our 
clipper  ships  have  not  much  cause  to  fear  that  steamers  will  ever  run  them  ofi'  the  water  in  the  Aus- 
tralian trade.     Ships  with  steam,  as  an  auxiliary  only,  may  drive  clijsper  ships  from  that  track. 

As  it  has  been  already  remarked,  Australia  and  the  United  States  are  antipodal;  they  are  about 
12,000  geographical  miles  apart,  and  it  is  about  as  near  to  come  via  Cape  Horn,  as  it  is  to  go  via  the  Cape 
of  Good  Hope.  The  steamers,  therefore,  on  their  return  via  the  Gape  of  Good  Hope,  have  head  winds  to 
contend  with  for  that  much  of  the  way;  whereas  the  canvas  trader,  returning  by  Cape  Horn,  has  fair  winds 
to  go,  and  fair  winds  to  come,  from  the  Cape  of  Good  Hope  all  the  way  east,  even  to  Cape  Horn. 

The  passage  from  Ca]5e  Horn  to  the  United  States  is  sometimes  made  from  forty  to  forty -five  days; 
and  Cape  Horn  may  be  reached  under  canvas  from  Port  Philip,  Avith  these  westerly  winds  and  long  swells, 
and  by  keeping  well  to  the  south,  in  twenty  or  twenty-five  days. 

I  have  great  confidence  in  the  existence,  regTilarity,  and  force  of  these  N.  W.  trades  in  the  great  south- 
ern ocean,  especially  on  the  polar  side  of  49°  or  50°  S. 

The  opinion  may  be  rash,  or  the  expression  of  it  may  seem  like  a  boast ;  but,  be  what  it  may,  I  here 
venture  the  prediction,  that  the  round  voyage  from  the  United  States  to  Port  Philip  or  Hobartown,  and  home 
again,  can  be  made,  and  will  be  made,  under  canvas,  by  the  route  here  laid  down,  in  130  or  135  days,  or  less. 

Nay,  I  go  further — for  so  great  is  the  confidence  I  have  in  the  propelling  power  of  these  Avestwardly 
trades  of  the  extra-tropical  south — and  venture  the  opinion  that  a  voyage  of  circumnavigation  can  be 
accomplished  by  this  route  in  less  time  than  the  passage  has  ever  yet  been  made  by  clipper  ships  from 
New  York  or  Boston  to  San  Francisco. 


ROUTE  FROM  AUSTRALIA. 


Here,  again,  the  statistics  with  regard  to  the  winds  and  currents  of  the  South  Pacific  Ocean,  which  the 
abstract  logs  of  the  fleets  of  vessels  that  are  collecting  data  for  me  furnish,  compel  me  to  differ  from  the 
recommendations  of  the  Admiralty  in  the  Sailing  Directions  for  Australia. 


ROUTE    FROJf   AUSTRALIA.  753 

Tlio  homeward  route  recommended  iu  flie  AustraJia  Direclory  of  the  Admiralty,  already  referred  to, 
and  pnLlished  in  IS."),'!,  (Vom  Australia,  is  thus  described  at  jtage  4: — 

"Ships  bound  from  Sj'dney  to  Europe  or  Ilindostan,  from  the  1st  of  September  to  the  1st  of  April, 
may  proceed  by  the  southern  route  throu<2;h  Bass  Strait,  or  round  Tasmania,  easterly  winds  being  found 
to  prevail  along  the  south  coast  of  Australia  at  that  season,  particularly  in  January,  February,  and  March, 
when  ships  have  made  good  passages  to  the  westward,  by  keeping  to  the  northward  of  40°  S.,  and  have 
passed  round  Cape  Lceuwin  into  the  S.  E.  trade-wind,  which  is  then  found  to  extend  farther  south  than 
during  the  winter  months.  In  adopting  the  southern  route,  advantage  must  be  taken  of  every  favorable 
change  of  the  Avind,  in  order  to  make  westing;  and  it  is  advisable  not  to  approach  too  near  the  land,  on 
account  of  S.  W.  gales,  which  are  often  experienced  even  in  summer,  and  the  contrary  currents,  Avhich  run 
strongest  in  with  the  land.  The  prevalence  of  strong  westerly  gales  renders  the  southern  route  very  difli- 
cult,  and,  indeed,  generally  impracticable  in  the  wintei-,  although  the  passage  has  been  performed  at  that 
season,  by  ship's  in  good  condition,  which  sailed  well ;  but  the  northern  route,  through  Torres  Strait,  is 
preferred  in  the  winter  months." 

Here  is  a  difference  as  wide  as  the  poles,  and  as  far  as  the  east  is  from  the  west.  Those  Sailing  Direc- 
tions which  I  am  now  writing  are  founded  on,  in  fact  they  are  the  results  of,  the  actual  experience  of  navi- 
gators, and  yet  so  great  is  the  difference  between  them  and  the  British  admiralty,  the  highest  authority 
known  in  navigation. 

They  recommend  vessels  bound  to  Europe  or  America,  from  Sydnej',  to  steer  to  the  southward.  The 
Admiralty  Directory  says,  go  north. 

They  advise  vessels  to  go  through  Cook's  Strait,  or  pass  south  altogether  of  Kew  Zealand.  The 
Directory  of  the  Admiralty  says,  go  north  of  New  Holland,  and  pass  through  Torres  Strait. 

They  say,  come  east.     The  Admiralty  says,  go  west. 

The  same  brave  west  winds  which  take  vessels  so  rapidly  from  the  meridian  of  the  Capo  of  Good  Hope 
eastwardly,  along  the  parallels  of  50°  to  60°  towards  Australia,  will  also  bring  them  over  eastwardly 
along  the  same  parallels  towards  Cape  Horn. 

The  investigations  which  have  been  carried  on  at  this  of[ice,  concerning  the  winds  of  that  part  of  the 
ocean,  forbid  me  to  recommend  this  Admiralty  route  to  any  homeward  bound  European  or  American  vessel, 
imder  any  circumstances  whatever ;  always  assuming  that  these  directions  are  intended  for  ships  that  are 
seaworthy,  properly  fitted  and  found.  The  average  passage  to  Europe,  by  this  Admiralty  route,  is  120  days. 
Ships  may  occasionally  find  the  easterly  winds  as  low  down  south  as  the  directions  of  the  Admiralty  sug- 
gest ;  but  it  is  the  exception,  not  the  rule,  so  to  find  them.  In  proof  of  this,  I  refer  to  the  Pilot  Charts  of 
that  part  of  the  ocean,  and  shall  quote  other  authorities. 

To  establish  this  point,  I  take  the  first  abstract  that  I  lay  my  hands  upon.     That  happens  to  be  the 
Thomas  Arbuthnot's — an  English  trader — from  Sydney  to  London,  via  Cape  Horn. 
95 


754 


TUK   WIND   AND   CUREENT   CHARTS. 

Abstract  Log  of  the  Thomas  Avhvthmt  [G.  H.  ITeaton),  S>jdney  to  London,  1849. 


j 

THEU.  9  A.  M. 

Date. 

Tifititutlc 

Longitude 

Bar. 

1 

Viinda. 

at  noon. 

at  uoon.        1 

1 

Air.  \ 

34° 

Vater. 

April    2:]41°0T'  S.', 
24,44  10 

179°54'  E. 

29.95  |( 

62° 

East. 

177  31   W. 

29.60 

32 

59 

E.  by  N. 

254G  27 

173  55 

30.00 ; 

Gl 

58 

E.  to  N. 

1 

26  47  42 

171  24 

30.10 

58 

54 

N.  to  N.  N.  W. 

27 

49  04 

171  04 

30.20 

58 

56 

East. 

28 

50  01 

166  14 

30.08 

58 

54 

N.  E.  to  N.  W. 

29 

50  14 

160  40 

29.70 

55 

53 

W.  N.  W. 

30 

50  32 

154  59 

29.70 

54 

52 

West. 

May       1 

2 

50  49 

150  22 

29.80 

53 

51 

"West. 

50  47 

145  02 

29.70 

54 

49 

West. 

3 

51  21 

139  48 

29.60 

53 

48 

West. 

4 

52  04 

134  30 

29.70 

52 

47 

West. 

5 

52  19 

128  35 

29.75 

50 

46 

West. 

6 

52  48 

123  32 

29.70 

50 

44 

West. 

7 

53  11 

117  50 

30.05 

50 

44 

N.  W^  to  W. 

8 

53  40 

112  48 

30.08 

50 

44 

W.S.W.toS.W 

9 

54  09 

106  37 

29.50 

50 

44 

S.W. 

10 

54  33 

101  34 

29.35 

50 

44 

S.  W.  to  W. 

11 

56  06 

96  23 

29.50 

45 

44 

S.  W.  to  S. 

12 

55  21 

92  06 

29.20 

43 

40 

S.  S.  E.  to  W. 

13 

56  24 

86  38 

29.22 

44 

43 

w. 

14 

56  40 

80  24 

29.50 

44 

42 

w. 

15 

56  40 

75  27 

29.48 

46 

48 

S.  W^  to  S.  S.  E 

16 

56  52 

69  10 

29.35 

40 

40 

South. 

17 

56  52 

65  20 

29.17 

42 

38 

S.  W.  to  S.  S.  E 

18 

55  05 

60  19 

29.5 

43 

40 

S.  E.  to  N.  W. 

19 

53  2L 

55  24 

29.35 

42 

42 

S.  W.  to  S. 

20 

51  15 

51   17 

29.50 

42 

42 

S>  E.  to  S. 

21 

49  57 

48  23 

29.48 

44 

42 

S.  W.toS. 

Variable  ami  clear. 
Mo(ler;ite  and  clear. 
Strong  breezes  and  heavy  rain. 
Strong  breezes  and  heavy  rain. 
Moderate  and  clear,  a  heavy  swell. 
Steady,  strong  breezes,  and  clear. 
Steady,  strong  breezes,  and  clear. 
Steady,  strong  breezes,  and  clear. 
Steady,  strong  breezes,  and  very  cold. 
Steady,  strong  breezes,  and  very  cold. 
Steady,  hard  gales,  and  very  cold. 

Steady,  hard  gales,  and  vei-y  cold. 

illard  gales,  very  cold. 

[Hard  gales,  very  cold. 

I  Hard  gales,  very  cold,  hazy,  and  damp. 

Hard  gales,  very  cold,  hazy,  and  damp. 

Hard  gales;  much  sea;  much  snow. 

Jloderate  breezes  and  clear. 

Freshening  gales,  with  a  high  sea. 

First  part'hard  gales  ;  ends  moderating. 

Steady,  strong  winds,  heavy  squalls,  and 
rainy. 

Steady,  strong  winds,  heavy  snow,  and 
rain. 

Variable,  with  light  rain  ;  ends  increas- 

j     ing,  snow. 

jVery  heavy  squalls,  high  sea. 

'Very  heavy  squalls;  2  P.  M.  saw  Diego 
Ramirez  Island. 

Heavy  gales,  with  lots  of  snow. 

Heavy  breezes,  continual  snow  squalls. 

Heavy  breezes,  continual  snow  squalls. 

Moderate  and  clear. 


Now  this  is  not  a  fast  ship,  yet  in  forty  days  from  Sydney  she  had  doubled  Cape  Horn. 

She  did  not  get  into  those  "brave  ^vinds"  until  April  27,  lat.  49°  S.  From  that  time  till  May  17, 
when  she  was  off  the  Horn,  she  ran  with  flowing  sheets  through  these  free  winds  of  the  west,  106°  of 
longitude  in  20  days,  which  gives  her  the  average  rate  of  5°  18',  say  200  miles  per  day. 

The  barque  Gem  of  the  Sea  (A.  Bower),  which  took  the  Admiralty  route  to  Australia,  and  missed 
the  strength  of  these  westerly  winds,  resolved  to  avail  herself  of  them  from  Tort  Philip  to  Callao.  She 
accordingly  followed  very  nearly  the  great  circle  route,  reaching  the  parallel  of  50°  south,  in  about  longitude 
169°  east,  and  not  recrossing  it  until  140°  west  (9  days).  She  arrived  at  Callao,  November  1, 1853,  after  the 
extraordinary  run  of  37  days  from  Port  Pliilip.    Steam  could  not  have  done  much  better.     She  had  westerly 


FKOM    TIIK    .SANDWICH    ISLANDS,    IIOMK.  755 

winds  all  tlie  way,  until  she  reached  the  parallel  of  10°  S.,  longitude  80°  W.  It  is  unusual,  however,  to 
carr}'  these  westerly  winds  so  far  up  into  the  region  of  S.  E.  trades. 

Again,  the  distanee  home  from  Anstralia,  is  very  miK.'h  the  same  by  Cape  Horn,  as  it  is  by  the  Cape  of 
Good  Hope. 

It  is  obvious,  therefore,  that  a  vessel,  running  before  these  west  winds,  to  Cape  Horn,  takes  a  route 
home,  which,  as  to  time — the  true  measure  of  distanee — is  nmch  nearer  than  it  would  be  to  steer  west  in 
the  face  of  these  winds.  But  the  Admiralty  Directory  recommends  the  navigator,  it  may  be  said,  to  go 
north,  to  get  out  of  the  region  of  these  west  winds ;  to  go  where  the  winds  are  easterly,  and  then  steer  west. 

In  reply,  it  may  be  remarked  that,  by  going  towards  the  equator,  you  go  away  from  the  great  circle, 
•nhere  the  degrees  are  short,  and  the  distance  shortest,  into  parallels  where  the  degrees  are  long  and  the 
distanee  greatest ;  and  then  the  easterly  winds  are  not,  for  speed,  equal  to  those  of  the  "bonny  west,"  farther 
south. 

These  winds  are  already  beginning  to  be  known  so  avcII  to  the  Australian  traders,  that  it  is  usual  for 
them,  I  am  told,  when  bound  home  by  this  route,  to  strike  topgallant-masts,  before  leaving  port.  It  is  a 
voyage  that  tries  ship  and  crew ;  but  of  all  the  voyages  in  the  world,  that  part  of  it  between  the  offings 
of  Australia  and  Cape  Horn  is  perhaps  the  most  speedy  for  canvas. 

There  it  may  otxtrun  steam. 

I  have  deemed  it  proper  thus  to  allude  to  what  I  consider  faulty  Sailing  Directions,  because  that 
Director}'-  is  uttered  by  the  highest  authority  known  to  navigators ;  and  because  it  was  necessary  to  point 
out  wherefore,  and  wherein,  I  differ,  that  navigators  may  then  be  enabled  the  better  to  choose,  each  for 
himself,  which  of  the  two  to  follow. 


FROM  THE  SANDWICH  ISLANDS,  HOME. 

South  of  the  calms  of  Capricorn,  the  winds  are  the  same  all  round  the  world.  Taking  them  on  meri- 
dian of  the  Cape  of  Good  Hope,  a  fast  ship  may  run  with  them  to  the  eastward,  averaging  upwards  of  200 
miles  a  day  all  the  way  round  to  Capo  Horn. 

Capt.  McKay,  in  his  passage  of  83  days,  in  the  Sovereign  of  the  Seas,  from  the  Sandwich  Islands  to 
New  York,  carried  the  S.  E.  trades  down  to  the  parallel  of  45°  south.  There,  he  found  the  baffling  Avinds 
peculiar  to  the  horse  latitudes ;  after  crossing  the  parallel  of  48°,  he  cleared  this  belt,  and  took  the  famous 
westerly  winds  which  wafted  him  along  so  finely. 

There  is  warm  water,  an  Australian  gulf  stream,  to  be  crossed  or  drifted  along  with,  between  Port 
Philip  and  Cape  Horn.  In  the  paper  on  the  Gulf  Stream,  which  is  referred  to  at  p.  332  of  this  work,  the 
existence  of  such  a  body  of  warm  water  was  theoretically  pointed  out.  The  abstract  log  of  the  Sovereign 
of  the  Seas  gives  me  practical  proof  of  its  existence,  as  the  following  extract  will  show : — 


756 


THE  WIND  AND  CURRENT  CHARTS. 


Date. 

Lat.  S. 

Long.  W. 

Temp.  Air. 

Temp.  Water. 

Marcli    8 

47°  49' 

158°  30' 

70° 

70° 

9 

48     26 

150     28 

67 

65 

10 

48     25 

151     24 

65 

65 

11 

48     15 

143     44 

60 

60 

12 

48     19 

136     32 

60 

62 

13 

48    40 

129     19 

40 

43 

14 

48     58 

125     00 

43 

42 

Ilere  is  a  change  of  19°  in  the  temperature  of  the  water  in  one  day's  run;  and  from  the  parallel  of 
47°  49'  to  that  of  48°  40',  though  the  difiorence  of  latitude  is  less  than  one  degree,  the  difference  in  the 
temperatui'e  of  the  water  is  27° ! 

I  shall  not  now  stop  to  investigate  the  genesis  of  this  warm  water  and  warm  current;  suffice  it  for  our 
present  purpose  to  say,  it  receives  its  warmth  in  the  equatorial  regions ;  but  whether  in  the  Indian  Ocean 
or  in  the  torrid  zone  of  the  Pacific,  it  is  immaterial  for  our  present  purpose.  We  know  it  comes  from 
warmer  latitudes  than  those  in  which  the  Sovereign  of  the  Seas  found  it;  and,  therefore,  it  has  southing, 
and,  if  southing,  probably  easting  also,  in  its  course. 

In  like  manner,  the  cold  water  into  Avhich  this  ship  ran  from  the  warm,  we  may,  for  like  reasons,  sup- 
pose to  come  from  towards  the  polar  regions,  and  to  be  bound  probably  to  the  coast  of  Peru,  there  to  feed 
that  remarkable  current  which  was  discovered  by  Humboldt,  and  which  runs  up  as  far  as  to  the  Galapagos 
Islands,  where  it  probably  joins  the  equatorial  current  that  flows  west  from  the  meridian  of  100°  "W.  in  the 
torrid  zone  of  the  Pacific ;  and  which,  taking  a  sweep  down  towards  the  Society  Islands,  may  complete  the 
circuit,  and  so  feed  the  warm  current  of  which  I  have  been  speaking.  Is  this  cold  current  in  45°,  or 
50°,  or  55°  south,  an  ice-bearing  current  ? 

Vessels  bound  around  Cape  Horn  from  any  of  the  inter-tropical  islands  of  the  Pacific,  should  run  south 
through  the  trades  with  topmast  studding-sails,  make  for  the  trade-like  westerly  winds  of  the  South  Pacific, 
and  with  them  run  down  their  easting  for  Cape  Horn. 

I  may  quote  the  abstract  log  of  the  Sovereign  of  the  Seas,  McKay,  on  her  celebrated  run  from  Oahu 
to  New  York,  in  1853. 

This  log  will  also  serve  still  farther  to  illustrate  these  Sailing  Directions  for  the  homeward  passage  from 
Australia. 

The  Sovereign  of  the  Seas  is  one  of  the  glorious  fleet  of  a  thousand  sail  that  is  voluntarily  engaged 
in  making  observations  for  the  Whid  and  Current  Charts.  She  it  is,  it  will  be  recollected,  who,  taking  them 
for  her  guide,  made  the  extraordinary  run  of  one  hundred  and  three  days  from  New  York  to  San  Francisco, 
both  crossing  the  equator  in  the  Pacilic  and  arriving  in  port  on  the  day  predicted. 

Eeturning  from  the  Sandwich  Islands  to  New  York,  in  the  remarkably  short  run  of  eighty -three  days, 
she  passed  through  a  part  of  the  Great  South  Sea,  which  has  been  seldom  traversed  by  traders — at  least,  I 
have  the  records  of  verv  few  that  have. 


t 


FKOM  THE  SANDWICH  ISLANDS,   HOME.  7.57. 

Little  or  nothing,  except  wLat  conjectures  suggested,  was  known  as  to  tlie  winds  in  this  i)art  of  tlic 
ocean.  The  resuUs  of  my  investigations  elsewhere,  with  regard  to  winds  and  the  circulation  of  the  atmo- 
sphere, had  enabled  nie  to  announce  as  a  theoretical  deduction,  that  tlie  winds  in  the  "  variables"  of  the  South 
Pacific  woidd  probably  be  found  to  prevail  from  the  westward  with  a  trade-wind  like  regularity. 

-  Between  the  parallels  of  -±5  and  55  degrees  south,  and  from  the  meridian  of  the  Cape  of  Good  Ilope 
eastward,  around  to  that  of  Cape  Horn,  there  is  no  land  or  other  disturbing  agent  to  intercept  the  wind  in 
its  regular  circuits;  here  the  winds,  it  was  conjectured,  would  be  found  blowing  from  the  west  with  greater 
force  than  from  the  east  in  the  trade-wind  regions  ;  and,  giving  rise  to  that  long  rolling  swell  peculiar  to 
those  hyper-austral  regions  of  the  Pacific,  they  would  enable  ships  steering  east  to  make  the  most  remark- 
able runs  that  have  ever  been  accomplished  under  canvas. 

The  Sovereign  of  the  Seas  has  aflbrded  the  most  beautiful  illustration  as  to  the  correctness  of  these 
theoretical  deductions. 

Leaving  Oahu  for  New  York,  via  Cape  Ilorn,  February  13, 1853,  she  stood  to  the  southward  through 
the  belts,  both  of  the  northeast  and  the  southeast  trades,  making  a  course  good  on  the  average  through  them, 

J  TOO  O  O  J 

a  little  to  the  west  of  south.  She  fiuall}'  got  clear  of  them,  March  6,  after  crossing  the  parallel  of  -15°  S., 
upon  the  meridian  of  lG-i°  W. 

The  8tli  and  9th,  she  was  in  the  horse  latitude  weather  of  the  southern  hemisphere.  So  far,  her  run 
had  been  good,  but  there  was  nothing  remarkable  in  it. 

Having  crossed  the  parallel  of  -±8°  S.,  she  found  herself,  on  the  10th,  fairly  within  the  trade-like  west 
winds  of  the  Southern  Ocean;  and  here  commenced  a  succession  of  the  most  exti'aordinary  days'  runs  that 
have  ever  been  linked  together  across  the  ocean. 

From  March  9  to  March  81,  from  the  parallel  of  48°  S.  in  the  Pacific,  to  35°  S.  in  the  Atlantic,  during 
an  interval  of  twenty-two  days,  that  ship  made  29  degrees  of  latitude,  and  1'2G  of  longitude.  Her  shortest 
day's  run  during  the  interval,  determined  by  calculation,  from  the  position  given  in  the  log,  being  150 
knots.  The  wind,  all  this  time,  is  not  recorded  but  (.>uce  with  easting  in  it;  it  was  steady  and  fresh  from 
the  westward. 

In  these  twenty-two  days,  that  ship  made  five  thousand  three  hundred  and  ninety-one  nautical  miles. 
The  predicted  triumph  of  canvas  under  these  west  winds  over  steam  elsewhere  is  already  realized;  for  here 
is  a  ship  under  canvas,  and  with  the  winds  alone  as  a  propelling  power,  and  with  a  crew,  too,  so  short,  the 
captain  informs  me,  that  she  was  but  half  manned,  accomplishing,  in  twenty-two  days,  the  enormous  run  of 
six  thousand  two  hundred  and  forty-five  statute  miles  (one-fourth  the  distance  round  the  earth),  and  making 
the  daily  average  of  two  hundred  and  eighty-three  statute  miles  and  nine-tenths  (283.9).  During  eleven  of 
these  days  consecutively,  her  daily  average  was  three  hundred  and  fifty-four  statute  miles ;  and  during 
four  days,  also,  consecutively,  she  averaged  as  high  as  three  hundred  and  ninety-eight  and  three-quarter 
statute  miles. 

This  abstract  log  will  also  illustrate  very  well  the  homeward  passage  from  the  islands  in  the  Pacific 


758  THE  WIND  AND  CURRENT  CHARTS. 

generally;  tliat  is,  tlie  way  home  tlience  is  in  all  cases  to  run  down  sontli  until  yon  get  into  the  westerly 
winds,  and  then  bear  away  east. 

Captain  McKay  made  only  one  mistake  by  the  way,  and  that  was  in  getting  from  the  S.  E.  trades 
through  the  belt  of  the  horse  latitude  weather  into  the  N.  W.  trades,  I  may  call  them,  of  the  southern 
hemisphere. 

In  passing  from  one  system  of  trades  to  the  other,  or  from  the  trades  to  the  variables,  there  is  always 
a  debatable  ground  which  belongs  neither  to  trades  nor  variables.  This  debatable  ground  between  the 
trades  about  the  equator  is  called  the  doldrums.  Between  the  trades  and  the  variables  of  the  extra- 
tropical  regions,  it  is  called  the  horse  latitudes. 

lu  these  debatable  grounds,  calms  and  baffling  winds  are  to  be  expected,  sometimes  of  several  weeks, 
and  often  of  many  days,  and  occasionally  of  only  a  few  hours'  duration.  And  the  rule  for  crossing  these 
belts  is,  whenever  there  is  sea-room,  to  steer  due  north  or  south  according  to  your  destination. 

Therefore,  in  coming  from  the  Sandwich  or  the  Society  Islands,  or  California  to  Cape  Horn,  the  rule 
should  be  to  go  south  as  fast  as  possible,  in  order  to  get  in  the  N.  AV.  trade-wind  region  of  that  ocean  with 
its  heaving  swells.  Until  you  get  into  the  region  of  these  winds,  no  course  can  bo  given.  The  best 
passages  are  to  be  made  by  crossing  the  trades  with  topmast  studding-sails  set. 

And  in  illustration  of  this,  I  might  refer  to  the  abstract  log  of  the  Sovereign  of  the  Seas,  as  well  as  of 
the  Comet  and  the  Flying  Dutchman  from  California.  The  last  two  ships,  though  they  lost  the  S.E.  trades 
in  about  30°,  did  not  get  the  regular  westerly  winds  for  some  ten  days  afterwards,  near  the  parallel  of  48° 
or  50°. 

All  three  of  these  ships  were  in  this  debatable  ground  of  Capricorn  in  the  Atlantic,  from  two  to  three 
days;  the  Sovereign  of  the  Seas  making  oidy  (38,  8-i,  and  72  miles  a  day;  the  Comet,  27  and  43  miles  on 
two  successive  days;  the  Flying  Dutchman,  4G  and  104.  Indeed,  it  may  be  said  that  these  ships  fell  in 
with  the  bafiling  winds  of  the  horse  latitudes  3d  of  April,  when  they  lost  the  N.  W.  trades. 

Returning,  therefore,  to  the  route  to  Australia,  and  thence  home  via  Cape  Horn,  I  beg  to  impress 
navigators  with  the  fact  that  I  am  not  prepared  to  sj^eak  as  to  the  ice  that  may  be  expected  so  low  down 
as  the  parallel  of  55°  or  60°  south,  between  the  meridians  of  the  Cape  of  Good  Hope  and  Van  Diemau's 
Land ;  and,  therefore,  navigators  who  take  these  Sailing  Directions  for  their  guide,  must  judge  for  themselves 
as  to  dangers  from  the  ice  by  the  route  of  which  I  am  now  treating.  I  have  no  reliable  information  upon 
that  subject. 


759 


Abstract  Log  of  the  Ship  Sovei-ei'gn  of  the  Seas,  L.  McKay,  hound  from  Uonolulu  to  New  York,  1853. 


Date. 

Latitude  at 
noon. 

Longitude  at 
noon. 

Uist, 
per 

15ar. 

theh. 

9  A.M. 

WINDS. 

REM  M-.KS. 

log. 

Air. 

Water. 

Fir.st  jiart. 

.Middle  part. 

Latter  part. 

b.      V2 

Sailed  from  Ilcmolulu. 

13  19°21'N. 

158°10'W. 

108* 

30.10 

75° 

77° 

N.K. 

Variable 

E.          First  part,  fiiio  ;  iiiiildle  p;irt,  scjual- 
ly  ;  eiid.s,  lij^iit. 

14  18  10 

159  10 

89 

30.10 

75 

77 

E.toK.S.E. 

S.  E. 

E.  toN.  E.  .\early  caliii. 

15  16  20 

159  43 

120 

30.05 

78 

78 

S.  E. 

S.  S.  E. 

S.  S.  E.      Nearly  calm  ;   fine  and  tdear. 

16  12  27 

160  28 

265 

30.00 

75 

78 

S.  S.  E. 

S.  S.  E. 

E.  by  S.     First  part,  li<;lit  breezes;  eud.s,  fresh 

ami  scpially. 

17 

8  13 

159  00 

301 

30.00 

77 

76 

E.  by  R. 

E.  by  S. 

E.  N.  E.     Heavy  breezes  and  elnmlv  weather. 

IS 

4  20 

157  42 

302 

30.00 

81 

79 

N.  E.  by  E. 

N.  E.  by  E. 

E.toE.S.E. 

Strong  breezes  and  cloudy;  rough 

19 

2  40 

158  49 

166 

30.00 

80 

80 

S.  E.  by  E. 

S.  E. 

S.E. 

sea . 
.Moderate  weather. 

20 

0  47 

160  50 

156 

S.  E. 

S.E. 

S.  E.  by  E. 

I'ieasant  weather  and  light  breeze. 

21 

2  27  S. 

157  35 

211 

30.00 

85 

85 

E.N.E. 

E.  N.  E. 

E.  iN  .E. 

Pleasant  weather  and  light  breeze. 

22 

5  47 

159  38 

199 

30.10 

85 

83 

I'ieasant  weather  and  light  breeze. 

23 

8  32 

160  03 

164 

3000 

87 

85 

E. 

E. 

E. 

Pleasant  weather  and  light  breeze. 

24 

9  22 

160  11 

82 

29.95 

87 

81 

E.  S.  E. 

Variable 

S.  S.  E. 

Light  and  variable. 

25 

11  44 

160  10 

140 

29.90 

85 

83 

E.  N.  E. 

Variable 

Variable 

Sf|ually  with  rain. 

26 

16  25 

159  54 

307 

Variable 

E. 

E. 

Strong   breezes   and   squally,  with 
heavy  rain. 

27 

20  42 

160  59 

308 

29.90 

78 

82 

E. 

E. 

E. 

Strong   breezes  and   squally,  with 
heavy  rain. 

28i24  34 

160  41 

231 

E. 

E. 

E.  N.  E. 

Steady  breeze  and  clear. 

irch     1 

27  32  D.  R. 

159  36  D.  R. 

179 

29.90 

77 

80 

N.E.toS.E. 

E.  S.  E. 

N.E. 

First  part,  variable  winds  and  squal- 
ly ;  ends,  fresh. 

2 

30  17 

159  20 

173 

29.92 

78 

78 

N.E. 

N.E. 

N.E. 

Light  variable  winds,  with  heavy 

8 

32  41 

159  40 

150 

29.00 

87 

76 

S.  E.  by  E. 

E. 

E. 

rain. 
First  part,  light  winds,  with  rain; 
ends,  pleasant. 

4 

37  14 

161  15 

311 

29.82 

71 

72 

S.S.E. 

S.  S.  E. 

S.S.E. 

Strong  breezes  and  squally;  sprung 
fore-topmast. 

5 

42  00 

163  21 

308 

29.80 

70 

70 

S.  S.  E. 

S.S.E. 

S.  S.  E. 

Strong  breezes  and  squally;  heavy 

G 

45  04 

164  00 

198 

29.93 

70 

70 

S.  S.  E. 

E. 

E.  by  N. 

sea. 
Strong  breezes  and  squally;  heavy 

7 

47  07  D.  R. 

129 

S.  E.  by  E. 

S.  E.  by  E. 

S.  E.  by  E. 

sea. 

Moderate  weather;  fished  fore-top- 
mast. 

.Moderate  weather. 

8 

96 

N.E.byE. 

N.  E.  by  E. 

N.  E.  by  E. 

9 

48  2G 

156  23 

169 

29.90 

67 

05 

N. 

N.  W. 

N.  W. 

Moderate  weather  and  pleasant. 

10 

48  25 

151  24 

271 

30.05 

65 

65 

N.  W. 

N.  W. 

N.  W. 

Fresh  breezes  and  pleasant. 

1] 

48  15 

143  44 

332 

30.05 

60 

60 

N.  W. 

N.  W. 

N.  W. 

Strong    gales    and     heavy    s(|Ualls 
during  the  night. 

1248  10 

136  30 

312 

29.89 

60 

62 

W.  S.  W. 

W.  S.  W. 

w.  s.  w. 

Strong  breezes  throughout. 

13 

48  40 

129  19 

284 

28.95 

40 

43 

w.  s.  w. 

N.  N.  W. 

N.  N.  W. 

First    part,    fresh    breezes;    latter 
part,  heavy  gales. 

14 

48  58 

125  02 

207 

W.  N.  W. 

N.  W. 

s.  w. 

Fresh  gales  and  heavy  sea;   latter 
part,  moderate. 

15 

49  00 

118  46 

275 

^x.  s.  w. 

W.  S.  W. 

W.  S.  W.  1  Fresh  breezes  and  cloudy. 

16 

49  40 

109  28 

396 

N.  W. 

N.  W. 

N.  W.      Strono;breezesaudeloudy,witbrain. 

171.50  25 

101  58 

311 

30.05 

43 

43 

N.  W. 

N.  W. 

N.  W. 

Strong  breezes  and  heavy  sea. 

18152  12 

91  28 

411 

N.  W. 

N.  W. 

N.  W. 

Strong  breezes  and  rough  sea. 

19  55  18 

84  03 

360 

N.  W. 

W. 

W. 

Strong  westerly  windsand  heavy  sea. 

20;56  18 

76  58 

267 

29.72 

43 

41 

W.  N.  W. 

AV.  N.  W. 

W.  N.  W. 

Strong  breezes  and  pleasant. 

21 

56  23 

69  00 

307 

29.60 

49 

49 

N.  N.  W. 

N.  N.  W. 

N.  W.  'Moderate  breezes  and  pleasant ; 
1  made  Diego  Ramirez,  bearing 
'      E.  by  S.,  distant  15  miles. 

22i55  17 

64  50 

172 

29.00 

N.  N.  ^A^ 

N.  N.  W. 

N.  N.  W.    Light  Ijreezes  and  warm  weather. 

*  The  distances  in  this  column  are  the  distances  as  given  by  the  log. 


760 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Ship  Sovereign  of  the  Seas — Continued. 


Date. 


Latitude  at 
uoon. 


24 
25 
26 
27 
28 
29 
30 
31 

1 

2 
3 

4 

5 


8 
t) 

10 
11 
12 
13 

14 
15 
16 
17 

18 
19 
20 
21 

22 
23 
24 
25 
26 
27 
28 
29 
30 


54°37'  S. 

52  42 
60  15 
47  53 
44  39 
41  50 
39  19 
37  30 
35  28 

34  10 
32  13 
31  09 
29  47 

28  39 

27  33 
26  24 

24  19 
22  18 

21  11 

19  53 
12  31 

9  37 


Longitude  at 
uoou. 


03 
50 
14 
20 
46 
0  48 

0  49  N. 

1  21 


2  42 
5  34 

13  20 
16  10 
19  42 
23  21 
26  00 

28  10 

29  53 

31  43 

33  13 

34  32- 

37  22 


60°30'  W. 

53  15 
47  47 
43  05 
43  24 

38  30 
34  20 

31  18 

29  57 

28  11 

30  47 

29  16 

27  55 
27  47 

26  49 

27  12 

28  47 

30  20 

32  21 

33  24 

34  37 
34  17 

34  22 

35  20 
37  25 

39  05 

40  00 

40  37 
42  22 

41  18 

42  42 
45  15 

52  23 

54  55 
59  02 

61  35 

62  40 
04  00 

68  03 

71  26 

73  26 
71  47 

74  35 


Dist. 

per 
log. 


146 

251 
203 
168 
190 

237 
183 

188 

161 
171 
105 
135 
124 

143 

84 

128 
156 

149 

207 
280 
196 

141 

152 

166 
99 
61 

98 
77 
53 

106 

237 
293 
285 
282 
286 
273 
ISS 
153 

196 

199 


Bar. 


THEK.  0  A.  M 


29.70 


29.75 
29. 7S 
30.47 
29.95 
9.95 
30.10 
30.52 
29.95 

29.90 
30.12 
30.15 

30.18 


30.12 

.30.11 
30.10 

30.10 
30.10 
30.00 
30.00 

29.90 
29.90 
29.95 
30.00 
30.00 
30.00 
30.10 
30.10 


3014 


30.15 
3012 
30.00 
30.15 


30.00 


30.12 


Air.  Water. 


40' 

45 
50 


54 

63 

07 
67 
73 

77 

80 

78 
76 

79 
79 

76 
76 

82 
83 
85 
89 
89 
89 
90 
90 

85 

85 
86 
83 
86 

77 
68 


40° 

45 

48 

47 

52 
54 

63 

66 
67 
73 

77 


80 

78 
76 

79 
79 
76 
76 

82 
82 
84 
87 
89 
89 
88 
90 


85 


85 
85 
83 
86 


77 
71 


First  part.    Middle  part.  Latter  part 


N.  W. 

N.  N.  W. 
N.  N.  W. 
W.  N.  W. 
W.  N.  W. 

N.  E.  by  N. 
N. 

N. 

N.  N.  E. 
N.  by  E. 
N.  by  E. 
N.  by  W. 

N. 

N.  by  E. 

N.  x\.  W. 

N.  by  E. 

N.  N.  E. 

N.E.byE 

E. 

E. 

E. 

S.  E. 

S.  E. 
E.N.  E. 
E.  N.  E. 
Variable 
N.  N.  E. 
N.  N.  E. 

Calm 

iV.  E.  byN. 
N.  N.  E. 

E.  N.  E. 
E. 
E. 

E.  S.  E. 

S.  E. 

S.  E. 
N.  by  E. 


N.  N.  W. 

N.  W. 

W.  N.  W. 
W. 

N.  N.  E. 

N.E. 

N. 
N.N.  E. 

N.  N.  E. 
N.  N.  E. 
X.  by  W. 

N.  by  E. 
N.  by  E. 

N.  by  E. 
S.E. 

E.  N.  E. 

E.  N.  E. 

E.  N.  E. 

N.E.byE. 
E. 

N.  N.  E. 

E. 

S.  E. 
E.  S.  E. 
E.  N.  E. 
N.  N.  E. 
E.  N.E. 
N.N.  E. 

S.  E. 

N.  N.  E. 
N.  E. 

N.  N.  E. 

E. 
E. 
E. 

W.  iS. 

S.E. 

N.E. 
N.  N.  E. 


N.  N.  W. 

N.  W. 
N.  W. 

W.  N.  W. 
N.  W. 

E.  N.  E. 

N.  by  E. 

N.  N.  W. 

N.W.byN. 
N.E. 

N. 
N.  by  E. 

N. 

N.  by  W. 

N.  N.  E. 

N.  N.  E. 
N.  N.  E. 

N.  E. 

N.E.byE. 

E. 

E. 

R.  E. 
S.  E. 

E.  N.  E. 

Calm 
Variable 

N.  N.  E. 
Calm 

N.  N.  E. 
W. 

N.  N.  E. 

E. 
E. 

E. 
.'?.  E. 
S.  E. 

N.  N.  E. 

N.  N.  E. 


First  part,  ligbt  breezes  and  plea- 
sant; hitter  part,  fresh  and  foggy. 

Moderate  breeze  and  foggy. 

Steady  breezes  and  pleasant  weather. 

Light  breeze.s  and  pleasant. 

Light  breezes  and  eloudy. 

Light  breezes  and  heavy  sea. 

Moderate  breezes  and  cloudy. 

Light  breezes  and  pleasant. 

Strong  breezes  and  s((ually;  latter 
part,  rainy. 

Light  breezes  and  pleasant. 

Light  breezes  and  pleasant. 

Light  breezes  and  pleasant. 

]jight  breezes  and  pleasant. 

Light  breezes  and  pleasant;  latter 
part,  S(|ually  with  rain. 

Light  breezes  and  pleasant. 

Squally  with  rain;  ends  light 
breezes  and  cdear. 

Light  breezes  and  pleasant. 

Light  breezes  and  pleasant;  latter 
part,  showers  of  rain. 

Light  variable  winds  and  pleasant. 

iModerate  breezes  and  pleasant. 

Fresh  and  cloudy. 

.Moderate  and  cloudy;  ends,  squally 
with  rain. 

Light  and  pleasant. 

Fine  weather. 

Light  winds  and  clear. 

Calm  and  squally,  with  light  rain. 

Light  breezes  and  squalls. 

Calm,  with  passing  squalls  of  rain. 

Light  airs  and  sultry. 

Light  airs  and  passing  clouds  with 
rain. 

Calms  and  squalls. 

Fine  breezes  with  occasional  squalls. 

Fine  breezes. 

Fine  breezes  and  fine  weather. 

Fresh  breezes  and  pleasant. 

Strong  breezes  and  passing  clouds. 

Pleasant  breezes,  with  a  rough  sea. 

Light  breezes  and  pleasant. 

Commences  pleasant;  ends  rainy, 
thick  weather. 

Moderate  breezes  and  thick,  rainy 
weather. 

Pleasant  with  p.assing  clouds. 

Weather  cool  and  pleasant. 

Commences  calm;  ends  with  mo- 
derate breezes. 

Moderate  breezes;  sounded  in  40 
fathoms  :  bottom. 

Made  Barnegat  light  at  1  A.  M. ; 
took  a  pilot  on  board,  and  stood 
in;  at  3  P.  M.,  anchored  in  East 
Kiver. 


CONDITION'S    UPON    WHICH    THE    WIND    AND    CUKKENT    CHARTS    AKK    Fl'KNISHED    TO    NAVIGATORS.       761 

A  LAST  WUKD  AlJOl'T  Till':   IIOUTK  TO  UK),  AND  POUTS  BEYOND  TIIH  EQUATOR. 

At  page  418,  I  have  rccomniciRleJ  that  vessels  bound  from  Eoston,  >i'e\v  Yt)rk,  &c.,  foi-  iLe  southern 
hemisphere,  should,  when  they  come  out  with  good  and  fair  winds,  stand  cast,  or  as  nearly  east  as  the  land 
and  a  regard  for  their  own  safety  will  permit,  until  they  reach  the  meridian  of  00°  W.,  or  even  of  55°  W., 
and  then  stand  away  to  the  southward,  aiming  to  strike  the  calms  of  Cancer  in  40°  or  45°  W.,  and  thus 
iiavc  room  enough  to  push  straight  across  those  calms  on  a  south  cours(',  if  the  winds  should  baffle  them 
there. 

Vessels  from  the  Capes  of  the  Delaware  or  Yiiginia  should  do  the  same;  that  is,  stand  due  east  when 
the  winds  are  fresh  and  fair  for  that  course ;  otherwise,  all  of  them  should  follow  the  usual  route. 

Navigators  will  understand  that  tliis  route  is  only  recommended  when,  on  taking  their  departure,  the 
winds  are  favorable  for  making  easting  rapidly;  for,  when  they  do  come  out  with  the  winds  so  favorable, 
the  shortest  passages,  especially  from  New  York,  and  ports  east,  may  be  expected  by  this  route ;  but  when 
the  winds  are  not  divorable  at  coming  out,  for  going  east,  then  the  chances  by  this  route  for  a  quick  passage 
to  the  line,  are  not  so  good. 


CONDITIONS  UPON  WHICH  THE  WIND  AND  CURRENT  CHARTS  ARE  FURNISHED  TO  NAVIGATORS. 

It  is  supposed  that  the  proceedings  of  the  Maritime  Conference  at  Brussels  will  give  a  new  impulse  to 
the  Wind  and  Current  Charts,  and  greatly  increase  the  number  of  laborers  in  this  field  of  research.  To 
enlarge  the  corps  of  observers,  and  to  extend  the  benefits  of  this  system  of  observations,  the  lion.  J.  C. 
Dobbin,  Secretary  of  the  Navy,  has  authorized  the  merchant  vessels  of  all  friendly  nations  trading  upon 
the  high  seas,  to  be  put  upon  a  footing  with  American  vessels  as  it  regards  these  Charts. 

He  has,  moreover,  commanded  the  Al)stract  Log,  recommended  by  the  Conference  at  Brussels,  to  be 
used  on  board  of  every  man-of-war;  and  he  recommends  the  same  to  be  done  by  merchantmen,  as  per  the 
following 

GENERAL  UKDEll. 

Navy  Dei'akt.ment. 

Xdccrnher  o,  1853. 
The  form  of  the  "Abstract  Log"  recommended  by  the  late  Maritime  Conference  at  Brussels  is  hereby 
approved  and  adopted  for  use  in  the  Navy  of  the  United  States. 

It  is  recommended  to  navigators  generally,  and  will  be  faithfully  kept  ou  board  of  all  vessels  in  the 
naval  service. 

Commanding  officers  of  vessels  are  especially  charged  with  the  execution  of  this  order;  and  they  will 
transmit  copies  of  the  abstract  kept  on  board,  to  the  Chief  of  the  Bureau  of  Ordnance  and  Hydrography, 
at  the  end  of  the  cruise,  and  at  such  other  times  as  he  may  direct. 

Signed,        J.  C.  DOBBIN, 

Secretary  of  the  Xuvy. 
9G 


7(j2  THE  WIND  AND  CUKRKNT  GUARTS. 

To  entitle,  the  navigator  to  a  copy  of  these  Clicirts,  or  rather,  of  such  sheets  as  relate  to  his  cruising 
grounds,  and  a  copy  of  the  SuiVnvj  Dircdions,  he  should  be  able  to  show  that  he  is  prepared  to  rnakc  the 
observations  required  of  him  ;  or,  in  other  words,  that  he  is  provided  with  the  requisite  iustrumcuts,  which 
should  be,  at  least,  one  good  steering  compass,  one  good  sextant,  one  mercurial  barometer,  and  three  air 
and  water  thermometers.  I  say  at  least,  because  the  above  enumeration  includes  only  the  instruments  that 
are  essentially  necessary  to  enable  the  navigator  to  comply  with  his  part  of  the  agreement. 

The  Charts  are  to  be  had  by  American  shipmasters  on  application  either  at  the  National  Observatory, 
Washington,  or  at  the  office  of  its  agent,  George  Manning,  No.  142  Pearl  Street,  New  York. 

Holland  has  established  a  AVind  and  Current  Bureau,  under  the  superintendence  of  Lieutenant  Marin 
Jansen,  of  the  Dutch  Navy. 

England  is  doing  the  same,  which  is  to  be  under  the  Board  of  Trade.  English  co-operators  are  there- 
fore referred  to  Captain  F.  W.  Beechey,  K.  N.,  member  of  the  Naval  Department  of  the  Board  of  Trade, 
for  further  information  as  to  their  obtaining  the  Charts. . 

Spain  and  Portugal,  Belgium,  Sweden  and  Norway,  Russia,  Prussia,  and  Denmark,  the  Republic  of 
Bremen,  and  the  free  city  of  Hamburg,  have  taken,  or  are  preparing  to  take  similar  measures.  The  Charts, 
&c.,  for  their  navigators,  will  be  delivered  to  such  persons  as  those  governments  may  appoint  to  receive 
them  ;  and  each  one,  no  doubt,  will  in  due  time  let  those  whom  it  concerns  know  how,  where,  and  upon 
what  terms,  the  Charts,  &c.,  are  to  be  obtained. 

These  Charts,  it  cannot  be  too  often  repeated,  arc  based  upon  information  collected  for  the  most  part 
by  private  ship-owners  and  masters.  The  information  being  furnished  to  the  Government  gratuitously,  the 
Government  incurs  the  expense  of  publishing  it,  and  of  making  it  available  to  navigators.  The  Govern- 
ment, then,  offers  a  copy  of  the  Chart  so  published  to  every  navigator,  upon  condition  that  he  will  continue 
to  keep  and  forward  to  this  office  abstract  logs  of  his  voyages,  which  abstracts  are  required  to  be  kept 
according  to  the  form  herein  prescribed. 

Every  navigator,  who,  after  receiving  a  copy  of  the  Charts,  fails  to  comply  with  these  conditions — -viz : 
to  keep  abstracts  of  his  voyages,  as  per  form,  and  to  transmit  them  to  me,  at  the  National  Observatory,  on 
his  return  to  the  United  States,  or,  on  his  return  to  his  own  country,  to  transmit  them  to  the  person  ap- 
pointed to  receive  tlicm — forfeits  his  claim  to  all  future  publications. 

The  following  is  the  form  of  the  receipt  which  every  navigator  is  required  to  sign  for  such  Charts  as 
he  may  receive  : — 


CONDITIOXS    UrOX   ■\VJ11CI1   'J'llK    WIN'I)    AND   CUllKKXT   CJlAliTo  AKE    FL'KNISIIED   TO   XAVIGATOHS.      7G3 

FORM  OF   KKCKII'T. 

Received  this                                           daij  of  185 

from  one  Abstract  Log,  one  Copu  of 
Maury's  Sailing  Directions,                                  edition,  and 

sheets  Nos.  {Series  A.) 

do.     do.  (     "     B.) 

do.     do.  (     "     0.) 

do.     do.  (     "     B.) 

do.     do.  (     "     E) 

do.     do.                                                                 '    ■  (     "     F.) 

Maury's  Wixd  axd  Current  Charts; /or,  awl  in  consideration  of  ichicJi,  I  promise  to 

keep,  in  the  manner  and  form  prescribed,  a  Journal  of  my  Voyages,  and,  on  my  return,  to 

transmit  the  same  to  the  National  Observatory,  Washington. 


Commanding 

of 
Bound 


Navigators  -will  please  bear  in  miud  that  the  abstract  logs  wliicli  tliey  return  to  tliis  ofllce,  arc  to  be 
bound,  and  to  be  preserved  for  use  and  reference  for  an  iudefiuite  period.  Therefore,  it  is  desirable  that 
care  should  be  used  with  the  abstract  on  boai'd  ship,  so  that  it  may  be  returned  in  good  condition  for  pre- 
servation. 

For  these  reasons,  it  is  desired  that  the  abstract  log  should  be  returned  only  at  the  end  of  the  voyage, 
and  not,  as  heretofore,  when  the  voyage  has  been  half  completed.  Vessels,  therefore,  in  the  California  trade, 
are  requested  not  to  return  their  logs  from  San  Francisco,  but  to  continue  them,  and  transmit  them  on 
their  return  to  the  Atlantic  States. 

It  may  be  proper  to  add  here,  that  the  navigator  who  receives  a  copy  of  the  Clutrts  and  Sailing  Direc- 
tions is  expected  to  give  his  co-operation  by  keeping  an  abstract  log,  not  only  for  the  voyage  npou  which 
he  may  then  be  bound,  but  for  all  subserpicnt  voj^ages,  or  until  he  shall  be  informed  that  no  iarther  co- 
oi^eratiou  is  desired. 

And  whalemen  will  please  recollect  that  their  abstracts  must  embrace,  for  every  day  tltat  tliey  are  not  at 
anchor,  a  regular  record  of  their  latitude  and  longitude,  force  and  direction  of  the  wind  three  times  a  dav, 
temperature  of  the  air  and  water,  and  mention  of  whales  whenever  seen. 


764  THE    WIND    AND    CURIiEXT    CHARTS. 

NAMES  OF  THE  OFFICERS  EMPLOYED  IN  THE  CONSTRUCTION  OF  THE  WIND  AND  CURRENT 

CHARTS. 

North  Atlantic  Track  CnAKTS.— Lieuts.  D.  D.  Porter,  Wliiting,  Ilerndon,  Wyman,  Beaumont,  and 
Gibbon,  Prof.  Wm.  Flye,  Passed  Midshipman  Temple. 

North  Atlantic  Thermal  Charts. — Lieut.  Gautt  and  Prof.  Flye. 

North  Atlantic  Pilot  Charts.  (All  denominations  of  Pilot  Charts.) — Lieuts.  Herndon,  Dulaney, 
n.  N.  Harrison,  Ball,  Forrest,  and  Balcli,  Prof.  AV.  B.  Benedict,  Passed  Midshipmen  Davenport,  Powell,  De 
Koven,  Wainwright,  Roberts,  Do  Krafft,  Woollcy,  Jackson,  Murdaugh,  Semmes,  Johnson,  Lewis,  Terrett, 
Wells,  and  Brooke. 

North  Atlantic  Trade-Wind  Chart. — Lieut.  De  Haven. 

North  Atlantic  Storm  and  Eain  Charts. — Lieuts.  Minor,  Ball,  and  ^Y.  Rogers  Taylor. 

South  Atlantic  Track  Charts.— Lieuts.  Whiting  and  Gibbon,  Profs.  Flye  and  Benedict,  Passed 
Midshipmen  Temple,  Woolley,  and  Badger. 

South  Atlantic  Thermal  Charts.— Lieut.  W.  R.  Gardner  and  Prof  Flye. 

South  Atlantic  Storm  and  Rain  Charts.— Lieuts.  Minor,  Beaumont,  Guthrie,  and  Passed  Midship- 
man Young. 

North  Pacific  Track  Charts.— Lieuts.  Whiting,  Gibbon,  and  W.  C.  B.  S.  Porter,  Prof  Flye,  Passed 
Midshipmen  Fillebrown  and  Badger. 

North  Pacific  Thermal  Charts.— Lieut.  W.  Ross  Gardner. 

South  Pacific  Track  Charts.— Lieuts.  Whiting,  Gibbon,  Balch,  and  W.  C.  B.  S.  Porter,  Prof  Flye. 

Indian  Ocean  Track  Charts.— Lieuts.  Whiting,  Gibbon,  Balch,  Wyman,  and  W.  C.  B.  S.  Porter, 
Prof  Flye,  Passed  Midshipmen  Temple  and  Brodhead. 

Indian  Ocean  Thermal  Charts.— Lieut.  W.  R.  Gardner. 

Whale  Chart.— Lieuts.  Ilerndon  and  Fleming,  Passed  Midshipmen  Welsh  and  Jackson. 

Programme  Chart.— Lieut.  Wvman  and  Passed  IMidshiimian  Jackson. 


1 


STATEMENT,    SHOWING   THE   CHARTS    THAT    HAVE    BEEN    PUBEISHE]),    ETC.  765 

STATEMENT,  SIIOWIN(!  Till']  CHARTS  THAT  HAVE  ]5EEX  ITHLISIIEI),  AND  STATE  OF 
FOllWARDNESS  OF  THOSK  RKMAINING  TO  BE  1'UJ5L1SHKD. 

North  Atlantic  Track  Charts,  in  eiglit  sheets,  exlcuLliug  from  20°  E.  to  100°  W.,  mid  rrom  tlio 
equator  to  (35°  30'  N.  AH  publislied. 

NoKTU  Atlantic  Thermal  Charts,  in  eight  sheets,  uirI  ol'  the  same  dimensions  as  the  Track. 
Charts.  All  published. 

North  Atlantic  Pilot  Charts,  in  two  sheets,  extending  from  0°  to  100°  W.,  and  from  the  equator 
to  70°  N.     Second  edition.  All  published. 

Trade-Wind  Chart  of  the  North  Atlantic,  in  one  sheet,  extending  from  10°  VV.  to  100°  AY. 

Published. 
Storm  and  Rain  Chart  of  the  North  Atlantic,  in  one  sheet,  extending  from  10°  E.  to  100°  W., 
and  from  the  equator  to  G0°  N.  Published. 

South  Atlantic  Track  Charts,  in  six  sheets,  extending  from  20°  E.  to  100°  W.,  and  from  the  equa- 
tor to  65°  30'  S.     Sheets  one  and  two  are  a  second  edition.  All  published. 

South  Atlantic  Thermal  Charts,  in  six  sheets,  and  of  the  same  dimensions  as  the  Track  Charts. 

All  published. 

South  Atlantic  Pilot  Charts,  in  two  sheets,  extending  from  20°  E.  to  70°  W.,  and  from  the  equa- 
tor to  70°  S.  All  published. 

Storm  and  Rain  Cii.4.rt  of  the  South  Atlantic,  in  one  sheet,  extending  fronr  20°  E.  to  7°  W.,  and 
from  the  equator  to  60°  S. ;  is  nearly  ready  to  send  to  the  engraver. 

North  Pacific  Track  Charts. — This  series,  when  completed,  will  consist  of  eleven  sheets,  extending 
from  110°  E.  to  70°  W.,  and  from  the  equator  to  65°  SO'  N.  Of  these,  sheets  Nos.  8,  9,  10,  and  11,  have 
been  published.  The  Coast  Line  has  been  engraved  for  all  the  other  sheets,  and  tracks  have  been  laid  down 
for  sheets  6  and  7. 

North  Pacific  Thermal  Charts,  in  eleven  sheets,  and  of  the  same  dimensions  as  the  Track  Charts. 
Considerable  progress  has  been  made  in  the  construction  of  this  series ;  but  the  work  upon  them  has  been 
suspended,  for  tlie  present,  for  want  of  force. 


7G6  THE  WIND  AND  CURRENT  CHARTS. 

North  Pacific  Pilot  Charts,  in  six  sheets,  extending  from  15°  E.  to  75°  "W.,  and  from  tlie  equator 
to  70°  N".  Of  these,  slieets  Nos.  5  and  G  have  been  published,  and  tlie  rest  are  now  in  process  of  con- 
struction. 

Storm  and  Eain  Charts  for  the  North  and  South  Pacific  Oceans  are  being  constructed. 

South  P.-vcific  Track  Charts.- — This  series  will  consist  of  ten  sheets,  extending  from  140°  E.  to  70° 
W.     Sheets  5  and  10  have  been  published,  and  the  Coast  Line  has  been  engraved  for  Nos.  3  and  4. 

South  Pacific  Pilot  Charts. — This  series  will  consist  of  si-x  sheets,  of  which  No.  G  alone  has  been 
published — the  remaining  sheets  being  now  louder  construction. 

Indian  Ocean  Track  Charts— the  series  to  consist  of  eleven  sheets — extending  from  20°  E.  to  140° 
E.,  and  from  the  equator  to  65°  30'  S.  Of  these,  the  Coast  Line  has  been  engraved  for  sheets  1,  2,  4,  5,  8,  9, 
10,  and  11,  and  some  progress  has  been  made  in  drawing  tracks  for  sheets  4  and  5.  Mr.  Flye  is  now  draw- 
ing the  Coast  Line  of  sheet  7. 

Indian  Ocean  Thermal  Charts. — The  series  will  consist  of  eleven  sheets,  and  will  be  of  the  same 
dimensions  as  the  TR.iCK  Charts.  Considerable  progress  has  been  made  in  the  preparation  of  all  the  sheets 
of  this  series  ;  but  the  work  upon  them  has  been  suspended,  for  the  present,  for  want  of  material. 

The  Pilot  Charts  for  the  Indian  Ocean  are  included  under  the  head  of  South  Pacific  Pilot 
Charts. 

Whale  Chart  of  the  World,  in  4  sheets.  All  published. 

Programme  Whale  Chart,  in  1  sheet.      ,  Published. 

Physical  Map  of  the  Ocean,  in  4  sheets — in  process  of  construction. 

Pecapitulation. 

Number  of  sheets  already  published        .........  48 

Number  of  sheets  in  the  hands  of  tlie  engraver        .......  20 

Number  of  sheets  in  process  of  construction    ........  44 


IIEFERENCE  TO  EXPLANATION  OF  PLATES. 


PAGE 

PLATE  I 

32(3 

PLATE  II 

125 

PLATE  III 

32i 

PLATE  IV . 

109 

PLATES  Y.  AND  YI 

320 

PLATES  YII.  AXD  YIII 

230 

PLATES  IX.  AND  XIII.    (See  Whale  Chart.)     . 

864 

PLATE  X 

309 

PLATES  XL  and  XII.         .            ... 

329 

PLATE  XIV. 

290 

PLATE  XV 

298 

PLATE  XVI. . 

90 

PLATE  XVII 

314 

CONTENTS 


The  Field  of  Research 
A  Universal  System  of  Observations    . 
Report  of  the  Royal  Society     . 
The  Maritime  Conference  at  Brussels    . 
Minutes  of  Proceedings  of         do. 
Directions  for  keeping  the  Abstract  Log 
Form  of  the  Abstract  Log 
The  Indian  Ocean 

Circular  of  Commodore  Wm.  M.  Crane 
First  Trial  of  the  Wind  and  Current  Charts 
Influence  of  the  Gulf  Stream  on  the  Trade  of  Charleston 
Currents  of  the  Sea 
Circulation  of  the  Atmosphere 
Red  Fogs  and  Sea  Dust 

JIagnetism,  and  the  Circulation  of  the  Atmosphere 
The  Rain  Winds  of  the  Mississippi  Valley 
Faraday's  Discoveries 
The  Theory  of  Ampere 
The  Equatorial  Cloud-ring 
Currents  of  the  Red  Sea 
Geological  Agency  of  the  Winds 
Why  is  the  Sea  salt  ? 
The  open  Sea  in  the  Arctic  Ocean 
Instructions  to  Lieutenant  De  Haven 
Lieutenant  De  Haven's  Report 
The  Taney  (Lieut.  Walsh) 

Instructions  to  Lieuts.  Walsh,  Lee,  and  Berryman 
Vigias  and  Rocks  erased 
Deep-sea  Soundings — Circular 
Instructions  about  Sounding-twine 
97 


PAGE 
1 

15 
32 
54 
60 

88 
93 

97 
105 
107 
109 
112 
117 
133 
138 
145 
149 
151 
153 
159 
163 
177 
190 
196 
198 
213 
214 
219 
225 
226 


770 


CONTENTS. 


Dircctious  for  taking  Deep-Sea  Soundings  ..... 

Brooke's  Deep-sea  Sounding  Apparatus  (Plates  VII.  and  A^III.) 

Deep-sea  Soundings,  U.  S.  Brig  Dolphin  (Lieut.  0.  H.  Berrjman) 

do.  do.  do.  Second  Cruise  (Lieut.  0.  II.  Berrjmanj 

do.  do.     ship  Congress  ..... 

Tabular  Statement  of  Deep-sea  Soundings  by  the  U.  S.  Ship  Albany     . 

do.  do.  do.  Brig  Dolphin  (Lieut.  S.  P.  Lee) 

do.  do.  do.  do.  (Lieut.  0.  II.  Bcrr 

do.  do.  by  other  Vessels 

Time  and  Rate  of  Descent  of  Sounding  Shot 

The  Great  Soundings  of  the  Congress,  Herald,  and  Dolphin  compared 

The  Basin  of  the  Atlantic  (Plate  XIV.) 

Vertical  Section  across  the  North  Atlantic  (Plate  XA^.) 

Ooze  and  Bottom  of  the  Soa 

Topographical  Chart  of  the  Sea 

Gales  of  the  Gulf  Stream 

September  Gale  of  1848  (Plate  X.)      . 
do.  do.     1852  (Plate  XVII.) 

The  Storm  and  Rain  Chart  (Plate  III.) 

The  Pilot  Charts  (Plates  I.,  V.,  VI.) 

The  TJiermal  Charts     . 

The  Banks  of  the  Gulf  Stream 

The  Track  Charts 

The  Trade-Wind  Charts 

The  Whale  Chart  (Plates  IX.,  XIII.) 

Letters  from  Whalemen 

Routes  to  Europe 
do.    from  Europe 

Explanation  of  the  Route  Tables 

Route  to  New  Orleans  .  . 

Route  to  the  Coatzaooalcos  River 

West  Coast  of  Africa  . 

Ports  beyond  the  Equator 

Route  to  Rio  for  December 
do.  do.        January 

do.  do.        February 

do.         do.        March 
do.  do.        April 


man) 


CONTKNTS. 


771 


Route  to  Rio  for  IMaj-  . 


Juno  ..... 

July  (for  fast  Vessels) 

do.  (for  dull  Sailing  Vessels  aud  tiuiid  Navigators) 
August  ..... 

September,  October,  aud  November     . 


do.         do. 

do.  do. 

do.  do. 

do.  do. 

do.  do. 

Tide  Rips        .   .         .  .  .  

Rio  Tracks  (Plates  XI.  and  XII.) 

Mistakes  in  the  Route  to  Rio   ..... 

Crossings  by  New  Route  to  Rio,  &e.      .... 

Crossings  by  Middle  Route  to  Rio,  &c.   .... 

On  the  Passage  around  Cape  Horn        .... 

Cape  Horn  Tracks        ...... 

Cape  Horn  Crossings    ...... 

The  Barometer  off  Cape  Horn    ..... 

Barometric  Anomalies  off  Cape  Horn  and  in  the  Trade-wiuds    . 

Mean  aionthly  Height  of  the  Barometer  off  Cape  Horn  and  in  the  Trade-wind^ 

The  Route  to  California  ..... 

Crossings  in  the  Pacific,  from  50°  S.  to  the  Line 

Distance  in  Time  from  United  States  to  St.  Roque,  with  otiior  Parts  of 

Best  Passages,  from  50°  S.  in  the  Pacific  to  the  Line    . 

Crossings  in  the  Pacific  ..... 

Average  Length  of  best  Passages  from  Atlantic  Ports  of  the  LTnited  States 

and  from  the  Equator  in  the  Pacific  to  San  Francisco 
Best  Passages  to  California  reviewed     . 

Place  of  crossing  Equator  in  the  Pacific  on  best  Passage  for  each  Month 
Route  to  California  reviewed    ..... 

Route  from  Panama  to  California  and  the  Northwest     . 
Route  between  California  and  Asia        .... 

Route  between  California  and  Australia 
Route  from  Atlantic  Ports  to  Australia 
Admiralty  Route  do.         do.       .... 

Route  from  Australia  to  Atlantic  Ports 

Admiralty  Route  do.         do.       . 

Route  from  the  Sandwich  Islands  to  Atlantic  Ports 

Route  from  Islands  in  the  Pacific  to  Atlantic  Ports 

The  Sovereign  of  the  Seas        ..... 

A  Last  Word  about  the  Route  to  Rio  and  Ports  beyond  the  Equator 


to  the 


the  Passage  to  California  compar 


Equator 


in   th( 


ed 


Pacific; 


'72  CONTENTS. 


PAGE 


Conditions  upon  which  the  Wind  and  Current  Charts  are  furnished  to  Navigators  ....  761 

Hon.  J.  C.  Dobbin's  Order,  adopting  the  Abstract  Log  recommended  by  the  Maritime  Conference  at  Brussels, 

for  Use  in  the  United  States  Navy  .........  7G1 

Form  of  Keceipt  for  Sailing  Directions,  Abstract  Log,  and  Wind  and  Current  Charts    ....  763 

Names  of  the  Officers  employed  in  the  Construction  of  the  Wind  and  Current  Charts    ....  764 

Statement,  showing  the  Charts  that  have  been  published,  and  state  of  forwardness  of  those  remaining  to  be 

published  .  .  .  .  .  .  .  .  .  .  .  .  765 

List  of  Plates  ............  767 


THE     END. 


PILOT  SHEET. 

7^/?^///:'  7. 

no  K.ixr                                                                II y                                                                      1 
^-"'■x.  1                                                                          II 

1  j'fl'.^7//rAJ 

1 

1       .Yi'i-tli 

1 

W 

Ul 

"i   1     !'     I"), 

«.-v 

"V 

u 

W-'' 

11      1  jiii 

"jfi. 

V 

" 

D 

n 

HI 

Vip 

1 

1 

J 

1 

x^j.:h- 

!•.- 

w 

^nf 

' 

III 

• 

"J 

«,^. 

Vl. 

IW"- 

T"" 

x.i-:. 

,.1..M, 

y« 

\* 

:a 

%'" 

'      "W» 

m 

yn 

^^ 

fspm 

1 

'3"^fE 

■^yi, 

'      f.\rfr 

»," 

ijj" 

B 

nii  g 

" 

\i\ 

V 

Kust 

w 

jm 

w« 

w 

ir.f 

■V  "W 

r," 

,    f 

f:.s.F.. 

■•,« 

"'» 

V" 

"ill 

1 

» 

■■>.£. 

;jfw 

'111"" 

1  " 

x.i:s. 

7fi 

.Sim  til 

/■'. 

V  ■ 

\w<> 

i     1 

I 

'     .^.s.a: 

..| 

m 

n  m     1 

'"'   ''"" 

.<;.  n: 

TO 

1  ]/.■ 

V'^ 

T- 

n'.s.u: 

_^^. 

■■  lit'            1 

/,;(; 

Wf.1t 

1 

w.y.ir. 

X  ir 

;-/fr"  1,             .  . 

1 

;          !          k 

1       1 

LK'-XmU 

wx-. 

Pn: 

.rnil\  K/iWiinfi 

^OT? 

iy"«r  Jwti' 

/u^r  Jt/f/.  Hi-pt. 

Oct. 

Xov. 

n>;                                                                            rjit  Oct..  Mil'. 

WXonh 

1        X.irtll 

\v 

V""--                                   ■■■■  ^' 

y.x.E. 

mt 

m 

'^'1.  1 

■•'.V 

1 

X.  11. 

w 

JptKmV.-^-.Vs 

^» 

p 

V^^ 

i 

F..N.E. 

/■A 
1 

; ,       ^'''' 

En.tt 

^  t:«i 

\^'    -      M 

m 

v^ 

w 

Ej:.£. 

( 

.■i.F.. 

ifffl 

"\ 

\                                                                             i          i          iv 

.l-.'i.E. 

131 

.. 

.,  ,  1                 ,   ,   ,  >  ^ 

.<ioutll 

/:'/ 

w 

V« 

V 

\      .?  ,s"  n- 

r,v 

V 

Vi« 

"W^ 

^^■^ 

»fr 

-?.' 

7.9.V 

1".W 

■pWI 

%U1 

n 

Pi 

■« 

?.•; 

» 

"V 

■SJ" 

ir.v.BT 

^^/ 

T._T-1,™      1 

w* 

n>.v/ 

/^v 

■'■  ■  1 

J/-V 

"    ■ 

'"'■:,'■ 

w.x.w. 

wj 

Kf. 

x.w. 

1 

, 

1       N.X.W. 

:                                    '"'  ". 

^•-Vwrtft 

II 

1 

.T  Kii.li                                                           n 

'•                                             II 

i-K- 

——^ 

■■ 

^■^ 



-Z/-, 

tf77c/ 

fafttf  S.- 

j)jA(;ji'A.\i  i)F  THE  wixns. 


I'llllf  II. 


't  .V  ,  l.;f..„.t  J. 


sroR.M . 

ixn  7i.ii\  I 

•ii.\h-r. 

/'A/A'  /// 

35TJ.= 

60  W. 

III 

.    <    1 

>?    «5    s 

Wl       li        '1 

llll  ^   1 

5- 

^' 

1         f       1        1 

;        1        ll 

1 
1 

II 

5 

WW.                .■)o\r. 

15  X. 

1 
1 

i 

1 
1 

\ 

1 

ION'. 

1 

1 

1 
1 
1 

1 

1 
1 

! 

r 

II 

\ 

(noHIi 
.v.  K. 

\ 

1 

If-- 

1 

ll"~ 

1 

1 

\ 

1 
l~ 

IHI       1 
^     1  """ 
^"1 

1   1   1  1 

■ 

r              \\"  ji 

llll       111       : 

1 

D 

Hast 

IHi 

^ 

i                     II 

III                i^ 

S.H. 

-- 

II    "" 

M     'II      1        1       1       ,1 

1               '       ' 

1 

.South 

III 

III 

1       ;l 

III      ,1 

West 

III"  11  7     'II  " 

1      IHi    ,111    llll     r 

'• 

147 

IHi 

1"    ¥  mi    ir  "1 

llll  ,        1 

I'         1 

III 

/r.  ir. 

1 

$4 

llll 

Ihl      lis       95     134     14-     171 

241      no    204 

1S9 

Days 

ai        14        4.1        .iO       52 

J7 

73    ]   S3 

92 

.w 

34       30 

in       It       N 
II                III 

ll        ill       u 

\  V,i^  :V 

llll      " 

11    ■ 

HI" 

'^1 
"•l 

111 

llll 

w 

"i  iHiinrii 

''AU^  Villi 

In                !*  ill 

Rain 

III 

llll    ill 

111 

III   "     '" 

1 

II     f*''      h'    [ii 
1 

«   i    ,: 

;         Th 

anJ  Lftilititititi 

' 

jii 

^";v"'y^r'V"";;p\v  ' 

llll    ; 

Foy 

\|"  '      i"' 

! 

Ml 
III 

r" 

I 

fjfonh. 

1                     1 

II      '       ; 

ir    ■     ' 

1 

jr.E.    

East 

! 

III 

1 

1 

llll    :r 

II 

' 

1 
11"" 

1 

1 

ll 

11"" 

S.E. 

Sivit/i 
S.W. 
West 

x.Tr. 

£ 

- 

" 

-— 

nil 
III 

11"- 

II 
lllf" 

II  " 

1  ""  r 
iiii^ir 

B 

1." 



III 

1 

II 

II 

r 

V     III 

1 

j 

III      jIHI      'Nl       Mil  ,1111      11       .1        1 

II 

30 

n 

85 

44   ,    es 

67  i  77     ae 

ise    101     .13 

Mi  'M       1 
IK 

34       31 

S2 

Mrs            '   *' 

41    \    46       71    \   35 

88 

221 

125 

88       74      10$ 

III       " 

1-       il-      - 

ll        ll^ 

I 
1 

II 

i'alm.^ 

II 

II 
»" 

"J    Ijt 

'1 

'  i''!* 

V 

II              II 

Wi  Y  ^ 

\ 

III 

V 

Th. 

limn 

l«         1 

II 

M  '  ftp  Ml 
III     Mili  111 

iM    JJllL 

vw 

iff 

'A' 

ir.ii     "1     11 

1 

111 

1 

— 

11^ 

1 

uul  luihtjiing 

II           III 

II 

III 

111 

i 

SI 

111     ill 

j 

ll 

_.  ^"A 

— 

_  1  ___' 

IHI 

llll 

i 
1 

XoHh 
X.K. 



— 

- 

—  : 

III 

r 

III 



IHI 

— 

\ 

1 

II                IHI 

i 

- 

East 
S.E. 

1 

1 

;c_ 

r 

T 

'i 

1 

1 

Sovtii 

1 

' 

1 

II 

Ill 

S.W. 

i[ 

II 

95 

--- 

West 

J 

H     1 

II     II 

j 

4S 

y     X.W. 

III 

*»\ 

Ill       l^ll 

fii 

190 

IH| 

136 

1 

1 

•  li 

109 

a 

3S       30 

76    \   4a 

32 

40 

23 

38 

26 

nr" 

Days 

J43 

1 

187  '    68    ^  222 

US 

V 

63      S2 

29     203 

1 

\\ 

1 

1           1 

\ 

IHI 
1 

roi„.    ^W«f 

"illl     *i 

III 

\\ 

1 

\\M' 

"ill 
1 

III 

\ 

IHI 

" 

1 

« 

II 

llll 
II 

I'll 

Wl 

%" 

A'-«.    '"'  2i 

\ 

» 

\ 

\\ 

II 

1 

W'    :. 

nil 

' 

■' 

1 

1 

m. 

and  Ug  tuning 

1 

\ 

1 

f 

■"i       ! 

1 

■Rig 

'           Kqitati 

J'.M  i'l,/:.i/i./  Sr 


TIhU'  \'I. 


D^fCUIUmd  Sc- 


ri./vTi-  Vli 


y 


^ 


inLiLE  CHAKI 

\ 

rial,-  IX. 

1 
Lit.VorlJv 

to 

S 
^ 

1 

? 
^ 

t 

I 

t 

r 
^ 

1 

5i 

1 

^ 

1 

Ik 

•a 

1       t 

5-     X 

^        ;:      iMt.Sptiih 

.\''days  of  search' 

D 

10 

39 

m 

»S 

44       14 

II  nu'niLiii'ki] 

nji  nj 

1   Ml 

29       10 

13 

a 

X*days  an  trhich  | 
ti'u/u/   ithaUs) 

5 

II  M 

IHI.1 

ul        .!..  _  1 

1 

« 

—  - 

S./^U.          ^' 

X^da-vs  o/'seardh' 

;! 

D 

3 

c 

4 

4 

2 

5 

1 

X't/x^ys  on  whOA,  1 
found   H-haltS    J 

:iO° 

.\T  dtiys  of  starch. 

.V 

' 

i? 

7 

13 

B 

la 

8 

2 

■? 

1 

* 

^ 

X"days  mi  whCcfC\ 
found  whales  J 

^ 

1 

R 

i 

X^days  ofse.arck' 

10 

s 

77 

2 

D 

12 

2 

4 

4 

3 

3 

2 

yfdajfs  07V  which  1 
found  whalts  J 

S 

R 

•JO* 

X^.da^s  ofse€Lrck 

4 

7 

77 

S 

4 

D 

n 

9 

3 

IS 

3 

X°  days  on  which^ 
found    whales  J 

S 

R 

25'    1 

yfdays  ofst'Orch 

9 

9 

9 

D 

4 

20 

14 

6 

15 

4 

5 

X^da^-s  on  wTtich 
found    whales  J 

S 

u 

.SO" 

R 

X?days  of  search 

as        7 

4.-3 

D 

It: 

4 

^       a  . 

Xy  da^'s  on.  which.  \ 
found  whales} 

s 

/,• 

35* 

TsHdays  of  starch 

3 

2 

5 

2 

1 

.? 

/     ^J 

3 

3 

2 

X^days  on  whirh  | 
found  whales    \ 
"0" 

s 

10' 

«^ 

A7  days  of  search 

4 

3 

a 

^ 

5 

,, 

I> 

2 

2 

9 

4 

4 

3 

^^days  on,  wTach'i 
foT/njl  whales  J 

S 

1 
45* 

It 

.V?days  of  Search 

.? 

.? 

4 

H 

2 

I) 

7 

9 

12 

1 

J 

2 

3 

2 

2 

X^days  on  which\ 
fhund  whales  J 

.s- 

R 

2 

X?days  of  search 

f. 

7 

6 

^ 

4 

.5 

3 

6 

O 

4 

S 

—  - 

XT  days  07V  w?uc7^ 
fbund  wholes  J 

s 

55' 

R 

Xydays  of  search 

5 

-.25 

^2S 

23 

4S 

.    37 

4 

4 

e 

7 

2 

B 

y?days  on,  whi4^\ 

found    whales  J 
r.     Equator 

S 

R 

-         - 

ll.M'ac/tmd  .Sc 


11'//.  !//■•     rilART 


li.ilr    XIII 


_,-.,— -1_ j:\ . 


r*_r-Jf-r^ 

3U0 

.  .^.   . 

20O 

-.      -*-  ' 

lUO  , 

1    ;    '    1 

90    II 

1        ' 

60 

1 

r' 

TO 

1 

60 

&" 

o^_. 

10 

/^ 

■^u 

1 a>^P.a<g»^'^-^V)Oaa-ib.a<3'^-^-lMOa  0^^!-a<^.^.=  -^.^  O^  O^  Cn_S  -^^  Kyi  <  eno^  P  -^  tt.  a  ^a  -  A  <   f.  Z  -^^    =<  ~^^  '«  O.  ~   T  <  -j^  z 


5  5' 


50' 


4J0' 


W  'Y 


{  .^v  ■'  •'  ■'■  <'  "  .1  J> 


.1  '-» 


\"     ^?1 


-  i  Jl 

J 

ft;       „          .  ■' 

I 

! 


^f 


-\^ 


SECONDARY    I 


"^-v 


>, 


>^ 


-^ 


THE  LIBRARY 
UNIVERSITY  OF  CALIFORNIA 

Santa  Barbara 


THIS  BOOK  IS  DUE  ON  THE  LAST  DATE 
STAMPED  BELOW. 


Series  9482 


3   1205  00433  80 


D    000  706  684 


■^f 


i 


'i 


liliiil 


iiiiiiir 


